For photos see www.nycsubway.org

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 R160,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.) 

Ditmars Boulevard Astoria (on 31^st Street between Ditmars Boulevard and 23^rd Avenue) opened 7/19/1917 and has two tracks and an island platform. Patriotic art is found outside the system under the Hellgate Viaduct which passes over the station perpendicularly. Canopy covers much of the station, even under the Hellgate Viaduct. The canopy is wood with transite and has a wood mezzanine. The benches are enclosed on three sides with windscreen Light fixtures still have their diffuser covers. At first appearance it seems to be in great condition but closer observation revealed areas needing TLC. The unusual Mezzanine has twin fare controls with separate East and West sets of turnstiles which seem redundant due to the island platform. The East fare control exits to the second floor of the Garry Building/ The line curves and is over 31^st street. 

Astoria Boulevard/ Hoyt Avenue (on 31^st Street with exits to Hoyt Avenue North and South and Astoria Boulevard North and South. Hoyt Avenue is the side by the RFK Triborough Bridge) opened 7/19/1917 and has three tracks and two island platforms with wooden canopies with Transite and wood mezzanines. The southbound platform bears the tertiary name of Columbus Square. The Northbound platform’s benches are surrounded by low windscreen on three sides. The southbound platform has an enclosed waiting area. This station affords a view of the Hellgate Bridge and viaduct to the north and the RFK Triborough Bridge to the west and Grand Central Parkway underneath. The bridge and Grand Central Parkway forced a change in the station. The overpass to the far north exit was an addition because of the bridge’s construction in 1936. The parkway forced relocation of the Hoyt Avenue/ Astoria Boulevard North exit stairways since the parkway was too wide for the original stairways. The southern stairways are original. The west exit to the Mezzanine and crossunder needs maintenance- metal patches were observed In the canopy over the stairs. The Mezzanine has an unusual configuration with separate entries with crossunders from both North and South stairs from the platforms.

Broadway (on 31^st Street at Broadway) opened 7/19/1917 and has three tracks and two wall platforms with wooden canopies with transite and wood mezzanines. There is no windscreen on the north bound platform however southbound does have windscreen. The Mezzanine is configured like 30^th avenue .Exit is north of center.

36^th Avenue Washington Avenue (on 31^st Street at 36^th Avenue) opened 7/19/1917 and has three tracks and two wall platforms with wooden canopies with Transite and wood mezzanines. the south end has no windscreen on the northbound platform but the north end has windscreen as does the southbound platform Exit is near the south end and there is a crossunder..

39^th Avenue Beebe Avenue (on 31^st Street at 39^th Avenue) opened 7/19/1917 and has three tracks and two wall platforms with wooden canopies with Transite and wood mezzanines. Windscreen is at both ends replacing the earlier low railings. The south end has a nice view of the Citigroup complex. There is a crossunder.

Queensboro Plaza (Bridge Plaza North and South between Crescent and 27^th Streets, near Queensboro Bridge entrance to lower level) IRT section opened 11/5/1916, BMT section opened 7/19/1917, north Platforms demolished in late 1949, Last renovated in 2003.

This station has a lot of history in it; it is a 100% pure dual contracts station as the only station in the entire NYC subway system to have both IRT #7 Flushing Line and BMT N and W trains operating on the same platforms. Because of the width of IRT cars being smaller than BMT/IND cars, the N and W trains are prohibited from switching over to the Flushing Line from Manhattan, even in emergency situations. The current layout is 2 tracks on each island platform, with 2 levels. The #7 line always uses the south tracks, while the N/W trains use the north tracks on both levels. The lower level is for Manhattan-bound trains, while the Upper level is for Flushing/Astoria (outbound) trains. Recently, the station was renovated by NYCT’s in-house Maintenance of Way forces, as opposed of having an outside contractor perform the job. This site endorses in-house jobs as a means of saving money, using skilled workers already employed by NYCT, and in most cases, the stations are completed on or ahead of the targeted completion date. When the station was fully completed in 1917, there were actually 8 tracks, and 4 island platforms. Standing on the upper level, closest to the Queensboro Bridge side, you can see the skeletal remains of the 2 north platforms that were side-by-side in the same layout as the current and surviving south platforms, it was abandoned in 1949 and all the BMT operations were shifted to the current south platform. The original layout was to use the south platform and 4 tracks for IRT and connections to the 2^nd Avenue el. IRT trains ran via. either the Steinway Tube (today’s #7 line), or over the Queensboro Bridge, turn at 2^nd Ave/59^th St, where it connected with the southbound 2^nd Ave el. . Either track had double X crossovers so there was plenty of operational flexibility. At the far west end of the Upper Level, where the #7 curves into the station, you can see the skeletal girders sticking out and pointing to the Upper Level roadway of the bridge. The abandoned north platform was used for primarily BMT Broadway trains and 8 track configurations looked like this (upper level/lower level as it ran):

From north to south: BMT North Platform, Track #1: Astoria/60^th St tube BMT North Platform Track #2 Corona/60^th St tube. IRT south platform: Track #1 2^nd Ave el /Corona, Track #2 Steinway/Corona.

There were double crossovers to the east that allowed trains to use either Astoria or Corona line (the Main St extension was built later on.) Looking also to the east of the station, more skeletal remains of tracks than ran from Astoria to Corona directly, from Astoria, the tracks ran on the outer ends of the current Astoria line, depress significantly, and curve over to the Corona/Flushing line where it would elevate and join the current IRT line. You can see more of these abandoned tracks if you stand on street. Because of the platform layouts, there was most likely a mezzanine, twice the size as the current mezzanine. The 2^nd Ave el. was abandoned in 1942 and presented a problem at Queensboro Plaza, where can trains go now, since at least 2 tracks are no longer in use? It was later determined to combine the BMT and IRT tracks in one set of platforms. In 1949, the north platforms were abandoned and the mezzanine was cut in half and renovated.

Before I saw the current renovation taking place, the tiles show evidence of a 1950’s or early 60’s retouch, along with 1950’s exit slam gates. Over the years since the 1949 downsizing, the station fell into disrepair, broken glass on the lower level platform, and leaking platform canopy on the upper level were prime examples. After the 2002 in house renovation, the glass was replaced, the mezzanine was redone, and even new canopies on both overpass exits (one on the north side, leading to couple of stores on the 2^nd floor of a private building, the south side was only stairs to street.) were finally installed to protect customers from the rain and other elegy and arcade stores. The platforms are not aligned together; the Upper level is about 150 feet west of the lower level. Artwork: "Columns" by Sydney Caments. There are 4 stairs from lower to upper level and 4 stairs from lower level to mezzanine. Access from mezzanine to either platform is only available from the 2 western stairs in front of the S/A booth. The 2 eastern stairs from lower level to mezzanine are exit and are only closest to the north bridge (2000), uses silk-screened glass panels, instead of ordinary glass, installed on both sides of the lower level. Most people who look at the glass design may not really notice that it is artwork. Just inside fare control, are the newest next train indicators, one for the #7 and the other for the N/W lines. During rush hours when all 3 lines have frequent service, the buzzers are constantly going off without any chance of letting up.

Lexington Avenue/59^th Street opened 3/11/1920 and is discussed on the complexes page

5^th Avenue 59^th Street (5^th Ave at 60^th Street) Opened 3/11/1920: In house renovation, 2 tracks, 2 side platforms, and 2 mezzanine areas. The renovation not only finally gets rid of the 60’s refrigerator tile, but preserves the original station name tablets. Most of the local stations along the Broadway line within the past 10 years, were renovated in this manner, and shows how a mix of nostalgia with contemporary design shows a true winner in station design. F/T side at north end by 60^th Street has 3 street stairs, one carved into the outer perimeter of Central Park, other 2 staircases are across 5^th Ave. Replicas of BMT directional mosaics "QUEENS TRAINS" and "BROOKLYN TRAINS" are found on F/T side. P/T side at Central Park South, just by Plaza Hotel, has ghost booth (closed in 2003), and 3 street stairs as well. Each mezzanine has 1 stair to each platform. Mosaics "5" "Fifth Ave" and the directional signs on each platform, are fully preserved with new tiles encircling around them. Artwork: "Urban Oasis" by Ann Schaumburger (1997), uses glass mosaic murals to depict a family of penguins, and reminds us of our childhood days when we visited the nearby Central Park Zoo. (I sure do remember being inside the mouth of a whale statue at the zoo years ago!)

57^th Street/ 7^th Avenue Opened 7/10/1919 Express stop, 4 tracks, 2 island platforms, 2 mezzanines (no full length mezzanine was ever constructed), it was renovated in-house in 1999. This station sits outside Carnegie Hall, and has names of legendary artists and actors/actresses who performed in any capacity at the landmark building upstairs, one name and the year of appearance at Carnegie Hall, is shown on each tile. F/T mezzanine is at 57^th Street, P/T mezzanine is at 55^th Street and is closed nightly and Sunday until 2 PM. Each mezzanine has 4 street stairs. The "57" mosaics on both track walls is preserved and not covered. An active tower is at the south end of the southbound platform. Artwork (Untitled) by Josh Scharf (1993) uses porcelain enamel to draw various artists who performed at Carnegie Hall.

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. 

7^th Avenue (On Flatbush Ave Extension and /Park Pl) Opened 8/1/1920 Station has 2 tracks, 2 side platforms, 2 open stairs from mezzanine (crossover is allowed), and 3 street stairs.  The 2 closed staircases at the south end are still standing, there used to be a full length mezzanine as you can see from look up at the side walls above you.  This station is another location of pure evidence of "Dual Contracts", the line shares space with the IRT along the same street.  IRT local tracks are behind both station walls and run alongside the same level as us.  IRT express tracks run directly below us.  Platform extensions took place on both ends, as evident is the differences of tile formations.  Despite the stations age (over 84 years) the original "7" and "7th Avenue" tiles are in excellent shape.  An emergency exit lies at the south end of the S/B platform, while you can stand at the far north end of the N/B platform and face the tunnel on the S/B track wall side.  You will actually see IRT outbound local trains through this tunnel, heading toward Grand Army Plaza station.

Prospect Park (Midpoint between Flatbush and Ocean Avenues and south of Lincoln Road.) Opened 8/1/1920 This station is fully ADA accessible and features a transfer to the Franklin Ave Shuttle line. It is the first open-cut station on the Brighton line as the north end is tunneled, while the center and south ends are open-cut design. Full time booth is at south side of Lincoln Road and features new elevators installed in 2002 (the renovation of this station was done 8 years before the elevator installations). Part-time booth is on Flatbush Ave and across from Empire Blvd. The entrance at this side features mosaics of animal drawings, in recognition of the nearby Prospect Park Zoo. The emergency exit opposite the only staircase, is actually a set of closed staircases that were open prior to the 1994 renovation. Prior to the station upgrade to ADA access, the F/T and P/T booths were switched, F/T side was at Empire/Flatbush and P/T side was at Lincoln. This change was required because the elevators were being installed at Lincoln Road and ADA regulations mandated 24/7 access at this entrance. Artwork "Brighton Clay Re-Leaf #1 and #2 (#3 is at Parkside Ave mezzanine) features ceramic mosaics and friezes of different colored "clay" leaves to commemorate the park leaves of the same name nearby. Although the station has 4 tracks on 2 island platforms, only 3 of the 4 tracks are in active revenue use. The "express" tracks are for B and Q trains, the Shuttle uses 2 car sets and operates near the north end of the Manhattan-bound local wall track. The Coney-Island bound wall track is only used for spare shuttle train sets laying up there. North of this track lies the worst NYC subway disaster and is called the Malbone Street disaster. At that time, the Brighton line ran alongside the shuttle route toward the Fulton Street El. There used to be a tower at the far south end of the Manhattan bound platform, express side (underneath Lincoln Road), this tower was closed and converted to a RTO crew facility when the Brighton Line’s signal system was replaced from Atlantic Ave to Kings Highway in 1990.

On 11/1/1918, during the first strike against Brooklyn Rapid Transit, (the precursor to today’s BMT lines) an inexperienced motorman named Anthony Lewis (ironically his last name was also known as Luciano or the reference to Satan), was on the controls of a 5 car BMT wooden gate car set from Park Row to Coney Island during the evening rush. He was one of the operator replacements during the operator’s strike, and the problem was further exacerbated by his lack of knowledge along this line. After leaving Park Place station in Brooklyn, he was taking the train at full speed. Mr. Luciano went so fast, that he skipped Consumers Park station and eventually slammed into a curve inside the tunnel just north of Prospect Park station. The curve is similar in design to the "horseshoe" curve on the IRT 5 line just south of 149^th Street/Grand Concourse station and is regulated at less than 10 MPH. BRT gate cars #80, 100, 725, 726, and 1064 were literally destroyed by the impact of the steel tunnel at the curve, as 97 people died and over 100 more were injured, many of them seriously. The accident has so many repercussions; massive legal tort claims against the BRT forced them into bankruptcy; which later was reorganized as the BMT in 1923. The street, Malbone Street, was renamed into today’s Empire Boulevard, however, a ½ block section off of New York Ave still remains. The design of new cars required steel components, not wooden components (The D-Type Triplex units were introduced in 1923-24 with the steel materials), and Mr. Luciano, as well as other indicted BRT bosses, were acquitted of all the manslaughter indictments against them a year after the accident.

Parkside Avenue (Parkside Ave at Ocean Avenue) opened 8/23/1907 Local stop, 4 tracks, and 2 side platforms. Original name was Woodruff Ave, where the original entrance was actually one block to the south of the current Parkside Ave station house from 1907 to 1920, and was a 2 track line until around 1918. The southbound side at Woodruff Ave is now exit only. The northbound side is sealed with a locked facility of unknown nature; I have never seen anyone actually use this storage area (?). The station sits in an open cut section with approx 65% of the station underground. The open cut has a nice curve, and the 1964-65 platform extensions are clearly to the north, the southbound side has no canopy and appears "incomplete", while the differences in the platform style are apparent in the N/B side, along with a small canopy dug inward. Throughout our run, you will see evidence at almost all stations along the Brighton Line, as well as in Manhattan. From 1962 to 1964, the platforms were extended from 8 car lengths and 480 feet to the current 10 car lengths and 600 feet today.  This was done in anticipation of the IND 6th Ave system coming to the Brighton line on 11/27/1967, via the newly built Chrystie St connection.  In 1962, for example, Brighton Express service was temporarily suspended and skip-stop service along the express tracks was instituted while work was being done on the local platforms.  To accomplish the skip-stops service, temporarily platforms were installed over the local tracks at all local stations.  The renovation restored the windows at the mezzanine facing the N/B open air space and made the area more spacious. Recently a station facility was added inside the stationhouse, cutting off only about 15% of square footage. Artwork is the same as Prospect Park. The platform signage has a nice soft touch of tiles and contemporary mosaics; it can also be found at Beverley and Cortelyou Road stations. Colors are beige and red.

As we leave Church Avenue, we go through a min-tunnel before seeing daylight again. The walls of the open cut area are different about 200 feet down, and an abandoned pedestrian overpass at Albemarle Road is still present.

Beverley Road Beverley Road between East 15^th and 16^th Streets) opened 8/23/1907 Station is spelled BeverLEY Road; the IRT counterpart at Nostrand Ave is spelled BeverLY Road. There are arguments for both spellings and this site will not use our bandwidth arguing over the name issue. Local stop, 4 tracks and 2 side platforms, a nice restored early 1900’s station house with fluorescent bulbs is the focus of the early 1990’s in-house renovation. Sitting on the open cut portion of the Brighton Line, another gentle curve to the right is at the far north end, along with platform extensions clearly visible, allowing plenty of train watching from Church Ave to Newkirk Ave. The stationhouse features artwork "Garden Stops" (1994) by Patsy Norvell which has etched images of leaves on the glass windows facing the south and inside fare control. The artwork can be seen from both inside the mezzanine and while standing on either platform to the south of the mezzanine. A very intriguing secret of this station is the emergency exit on the southbound platform; a small ladder leads to a manhole cover at sidewalk level across the street from the stationhouse. Colors at this station are green and beige.

Between Beverley and Cortelyou Road stations is the shortest distance in the entire NYCT system. At 0.28 miles and less than 600 feet between platforms, it is possible for a full length train to successfully use both platforms for an emergency exit. The first car would be on one station, while the last car would be on the other station, although only the end doors would be platformed.

Although there are no traces of a tunnel dug just north of Newkirk Avenue, there was a proposal in 1949 by the NYC Board of Transportation (before the creation of the new York City Transit Authority) to connect the Brighton Line with the IND portion of the Culver Line from Church Avenue North via a two track connection running underground on Ditmas Avenue. Since construction of this line would require the acquiring of the ROW of townhouses and estates on Ditmas Avenue was shelved.
(SOURCE: www.thejoekorner.quuxuum.org/bdoft1949/2av-482.gif)

Newkirk Avenue (Newkirk Plaza, East 16th Street between Newkirk and Foster Avenues) opened 8/23/1907

From here to and including Kings Highway are being renovated by Granite Construction Northeast. This station sits in the middle of an outdoor pedestrian mall, the station was renovated in 1986, while the mall sidewalks were renovated in Spring 2004. A few of the stores along the mall are still in existence for nearly 90 years; one of them, a hardware store pre-dates the opening of the current Brighton Line. Standing at any point inside the mall, you can see and imagine where the original Brighton line ran at grade level, before the 1907 reconfiguration. A 1907 plaque facing the east stationhouse wall commemorates the origin of the BRT’s roots as a rapid transit company and is titled "The Depression and Elevation of Grade Crossings…" supports further evidence of this. Station is 4 tracks along 2 island platforms, open cut configuration, and restored 1907 stationhouse (thankfully). The interior is modern, while the exterior is preserved as much as possible, including the bronze plaque. Artwork: "Transit Skylight" (1988) by David Wilson, uses Zinc-glazed polycarbonate to create geometrical design of squares fitted into a triangular window, and allowing natural sunlight to beam down inside the stationhouse. It is located in the rear of the mezzanine, behind a trio of benches. In the wintertime, there are heaters behind the benches for added comfort. On the platform, the extension appears to the north, while aluminum beams on the platform ceiling were removed in the late 1990’s because it posed a safety hazard to customers. Some TLC is needed on the station platform. Directional sign to Foster Ave and a bus symbol are present in the station. This lighted sign was added during the 1980’s renovation to quickly identify the location of the B8 bus line, which stops at the Foster Ave side of the Plaza.

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 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.

Kings Highway (Kings Highway and East 16^th Street) Opened 8/23/1907 Express stop, 4 tracks, 2 island platforms on embankment, the station was renovated in the late 1980’s. There are 5 staircases on each platform, leading to 3 fare control areas, at street level. From north to south, the staircase locations are as follows: 1 staircase to N/S Kings Highway is 24/7 HEET access and ghost booth, the booth was closed in 2003. 2^nd and 3^rd staircases leads to F/T booth at S/S Kings Highway, there is an exit only wheel, next to the mezzanine area for easier exit from S/B platform. The 4^th and 5^th staircases lead to Quentin Road and East 16^th St, it is open weekdays only. The Quentin Road mezzanine is interesting because the tiles and signs are 1950’s or 60’s style, suggesting the growth of Kings Highway mandated a 3^rd exit built at this station. Further confirmation of the newest entrance is the word "SUBWAY" used outside and to the sides, if it was an original entrance, the "BMT lines" would be used instead. Similar use of the word "Subway" is Rockaway Park  and Broad Channel stations (see H shuttle), while the Rockaway line was converted from LIRR to IND use in 1956. The yellow tiles are similar to the additional north entrance at DeKalb, this time they are yellow, and were left unchanged during the 1980’s renovation; other 2 mezzanines are fully renovated. Platform extensions are clearly to the north, you can see a "break" on the platform floors (steel plates are present) and the difference underneath the platform. Artwork at both Kings Highway mezzanines: "Kings Highway Hieroglyphs" (1987) by Rhoda Andors, made of porcelain enamel, details the people and trains at the station entrances. Both sets are the same inside fare control. During the 1990’s signal replacement on the Brighton Line, a new signal electrical tower was installed over the express tracks at the south end. The old tower about 150 feet south of this station and facing the S/B local track, is abandoned in favor of the new DeKalb master tower, which controls the interlocking switches and signals in this area.

Avenue U (Avenue U between East 15^th and East 16^th Streets) opened 8/23/1907

This station along with Neck Road is being renovated by Judlau.. Local stop, 4 tracks and 2 side platforms. The mezzanine is on the north side this time, while the closed staircase is on the south side of the Coney Island-bound platform. A high wheel exit replaces the gate that allowed PM rush hour crowds to exit the station more easily. This exit was manned during this time, until the replacement of the high-wheel. This is the busiest local stop on the Brighton line, and has seen tremendous growth in the 70’s and 80’s. In fact at one point in the late 1980’s, a second booth was inside the same mezzanine and was across the F/T booth, of course it is now a ghost booth

Neck Road (Gravesend Neck Road at East 16th Street) opened 1907 Local stop, 4 tracks, 2 side platforms.  Biggest surprise is outside this station and directly to the east on same side at station entrance, the remains of the abandoned Neck Road station of the Manhattan Beach branch of the LIRR are located here.  As stated earlier, this line ran parallel to the current Brighton line ROW from south of Avenue H to Sheepshead Bay before veering off to Manhattan Beach. The abandoned station appears to be 2 tracks on 2 side platforms, the staircases are left intact. This is the only trace of an actual station; most of the other portions of the Manhattan Beach ROW are replaced with either brick houses or businesses. The exterior of the station was used as a backdrop for a couple of scenes in the Robert DeNiro film "A Bronx Tale" (1990), where a gang incident erupts out on the street

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. 

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