And thank you, from the bottom of ours, for your service to New York City. It is an honor to know that you are one of the many, responsible for keeping this city awake. This city can never thank you enough.
@@ItsDuckToYou that is NOT a good idea! Nobody is allowed in there except for the operating crew, a Train Service Supervisor or a Road Car Inspector (train mechanic)
I am a HUGE NYC subway fanatic. In fact, I am the only one in my ENTIRE HOUSE who knows more about the subway and can memorize all the stations. This video is awesome
Thank you so much for the compliment and it is an honor for us to bring this experience to a rail fan like yourself. You are tapped into your train genius and we appreciate your love for such an amazing system that is the subway. We look forward to continuing to earn your support.
I just want to thank you for all these POVs you've done of our subway. Well lemme start off like this, ik already this channel is a collaboration of MTA employees. And yall are the greastest people ever, like i appreciate yall beyond words for making these videos, getting me where i need to go & keeping us safe. When im old enough to work for the MTA NYC Subway (2 years), I wanna be just like yall. Thanks for everything yall do 🤗
5:14 pretty cool segment how this R at nearly a dead stop not only manages to catch up to the express F at speed, but also starts to overtake it had they not got to Grand Av stop for the R. Remember as a little kid riding LIRR or subways how cool it was if two trains running parallel could race each other and you be in the "winning" train.
Thank you so much. We can’t wait for you to experience this one like those old times. This is for all the “old timers” out there. Let’s bring back the RFW
Part 1: So pumped up that we bypassed the teaser trailers & went straight to the full video! Of course, thank you for creating these videos for all to enjoy! There are not many videos of the Queens Blvd line local from Continental Ave, so this is exciting to see. The R line consists of 2 main sections. The IND portion in Queens & the BMT portion in Manhattan & Brooklyn. The BMT R line is a true workhorse of the MTA with a total of 45 stations, only matched by the F line with 45 & topped by the IRT 2 line with 49 stops & the late-night A to Far Rockaway with a whopping 59 stops, tons of historical facts & many service changes (Too many to list all of them) made over the years with the line serving Queens, Manhattan & Brooklyn. The Queens Blvd line's construction in the 1920s and 1930s promoted housing growth along the Queens Boulevard corridor and stimulated the urbanization of central Queens. However, there are multiple provisions for spur routes along the Queens Boulevard line that were never built. The most notable of these proposals was the IND Second System, which would have provided a spur to Maspeth from the Jackson Heights-Roosevelt Avenue upper level station 8:51; another spur to the Rockaways east of 63rd Drive-Rego Park via the Rockaway Beach Branch 2:50; a third spur east of Briarwood along the former Van Wyck Boulevard to South Ozone Park; and an extension of the line eastward past 179th Street. Other proposals included a "super express bypass" that would use the right-of-way of the Long Island Rail Road's Main Line to bypass all stations between 36th Street and 71st Avenue, as well as a spur from the Woodhaven Boulevard station northeast to Queens College via the Long Island Expressway 4:12 & 5:23. The local tracks continue down Broadway to Steinway St as the express tracks descend to follow Northern Blvd 12:34. The Northern Blvd interlocking 13:36 was removed shortly after 29 Apr 2019 in preparation for CBTC. ru-vid.com/video/%D0%B2%D0%B8%D0%B4%D0%B5%D0%BE-ktD5kmy3DlE.html After leaving Steinway St station the local tracks ascend 17:40 & re-join the express tracks just before 36th St & Northern Blvd station. I don't know too much about the construction of the ramps for the F just after 36th St 18:47 when it was changed for the 63rd St line but @AarrePeltomaa had mentioned this area was done without spacing out the tunnels but inspection of the wall on the right & overhead notice a lighter & cleaner concrete plus the local track moves to the right suggests the wall was cleared out to make space. I say this because the original configuration was for 5 tracks, 2 local, 2 express & 1 middle layup track. They couldn't just have room for a 6th track. Also, after the F line descends the local track moves back to the left again 19:23 & the concrete becomes brown & dingy again. Leaving Queens Plaza & CBTC signaling 21:30 the track that continues straight is for the Crosstown G line. Court Square can be seen as the R diverges to the 60th St tunnel. 22:53 A double crossover may have been removed back in the 90's when the 63rd Street line connection was being made. Early history for the current R service had it designated as #2 www.nycsubway.org/perl/show?24002 over the 4th Ave line in Brooklyn when it began on 15 Jan 1916, running between Chambers St on the Nassau St line via the Manhattan bridge to 86th St on the 4th Ave line. The northern terminal of the modern R line was Astoria-Ditmars Blvd but switched terminals on 01 Jan 1961 to Continental Ave then on 27 NOV 1967 back to Astoria-Ditmars Blvd then again back to Continental Av on 20 NOV 1987 with the N so it could have access to Jamacia yard. I still remember the days when it was the G & N train on Queens Blvd vs the now M & R trains for local service between Queens Plaza & Continental Ave. Service on the BMT Broadway line ran from Whitehall St to Times Square 42nd St 15 Jan 1918 then extended to 57th St 7th Ave on 10 July 1919. The Montague Street Tunnel and the 60th Street Tunnel 24:22 both opened on August 1, 1920. At that time, the 2 service was rerouted from the Manhattan Bridge to the Montague Street Tunnel, running local from Queensboro Plaza in Queens to 86th Street-Fourth Avenue in Brooklyn. In the winter of 1960-61, letter designations started to appear on the route with the introduction of the R27s, which featured it on roll signs. The route was labeled the RR "Fourth Avenue Local via Tunnel" www.nycsubway.org/perl/show?24028. This was in accordance with the Independent Subway System's lettering system, which gave double letters to local trains and single letters to express trains. On November 27, 1967, the day after the Chrystie Street Connection opened, the RR was moved back to Astoria-Ditmars Boulevard on the BMT Astoria Line. Replacing it on the Queens Boulevard Line was the new EE service www.nycsubway.org/perl/show?24394 www.nycsubway.org/perl/show?5351, running weekdays only between Forest Hills-71st Avenue and Whitehall Street (with additional trains terminating at Canal Street). The Nassau Street specials, which could no longer run as a loop via the Manhattan Bridge, were through-routed from Bay Ridge-95th Street to 168th Street in Jamaica as RJ, along the route used today by the J and Z services. Under the first color scheme, RR was colored green and RJ was red. In the original Chrystie Street routing plans, the TA planned to totally eliminate the RR service, and maintain the RJ route as the main Bay Ridge service. The RJ designation www.nycsubway.org/perl/show?66499 was only used from November 1967 until July 1, 1968, when it was cut back to Chambers Street and renamed as additional RR rush-hour peak-direction service. Because track connections between the Nassau Street Loop and the south tracks of the Manhattan Bridge were severed as part of the construction of the Chrystie Street Connection, these trains could not run in a loop anymore. On August 30, 1976, the EE was discontinued, with the N being extended to Forest Hills on weekdays to replace it. After 5th Ave down the Broadway line there are many provisions for crossovers (Particularly north of 14th St & north of Prince St) that were either removed or never used. 31:07 before entering 57th St provisions were built for 4 tracks from the north but only the express tracks continue to/from the 2nd Ave line Q. Leaving 49th St 36:18 for some reason (May be the close proximity of the IRT Broadway/7th Ave line) the local track dips below the other 3 tracks of the BMT Broadway line for a few hundred feet. 49:15 the express tracks descend to Canal St lower level & the Manhattan Bridge. Originally the express tracks were to continue through Canal St upper level with the local tracks then descend to City Hall lower level to continue to the Montague St tunnel but was changed in favor of the express tracks going over the Manhattan Bridge. The express tracks cannot hold a full length train. The tracks leading to City Hall lower level are used for layups & train reversals during service disruptions. 51:33 Entering City Hall the track shift over very sharply, warranting slow speeds. 52:55 Leaving City Hall & entering one of the sharpest S cures in the system that rivals the 2nd Ave El Coenties Slip Curve www.nycsubway.org/perl/show?142584. But it wasn't sharp enough on the 2nd half as the track comes behind 53:50 the platform for Cortland St & must over correct to enter. Leaving Whitehall St a pair of bellmouths exists, allowing for a connection to a never-built East River tunnel south of the Montague Street Tunnel, going towards the proposed DeKalb Avenue bypass, using the old LIRR Atlantic Avenue Tunnel or under another street in Brooklyn. Further south is a flying junction joining from Broad Street on the BMT Nassau Street Line (no regular service).
Thank you for always sharing this amazing information that we truly appreciate. Knowing the knowledge of this train gives our viewers the opportunity to come to our channel, and be able to learn so much more about the train, without having to go much further. We definitely appreciate what you shared about the City Hall section, as not a lot of folks know this. Thank you as always and we hope to continue earning your support.
If you freeze it at 59:53 you will notice to your left an interlocking track.. That interlocking track was once used by the M train leaving the Broad street station.. Then it would interlock with the R train traveling underneath the Montague street tunnel where it would make local and express stops to Coney Island.. In Brooklyn at one time..
This video is AWESOME! GoPro! PLEASE do more! I used to live in Bay Ridge. I am upstate now. My grandfather worked for the subway. Retired from the city. He would take me around the entire train system when I came to visit. Man, if we had GoPro's back then... Keep filming!
Shoutout to your grandfather and we take this time to thank him for his service to NYC. It is an honor to bring you back those memories you shared as a younger version of yourself and hope we continue to earn your support.
Interesting statement. Everyone is entitled to their opinion so we appreciate you for sharing yours. Sending you positive blessings to you and your family and we hope that despite our lack of skill by getting a camera outside of the train so that folks can enjoy this experience, we only hope that you are able to also enjoy it. Thank you either way for your support.
Part 2: On October 29, 2012, the tunnel suffered severe flooding from Super Storm Sandy and as a result, was closed to train service while repairs were being made causing the R line to operate in two sections (Continental Ave to Whitehall St & 95th St to Court St). Service in the tunnel was restored using temporary equipment on December 21. However, the MTA later announced that a complete reconstruction of the tunnel systems was needed, so the tunnel was closed for a second time around-the-clock on August 2, 2013. Originally slated to open by October 15, 2014, it reopened a month early on September 15, 2014. 1:04:55 Leaving Jay St Metrotech (Borough Hall) the R passes under tracks from the Manhattan Bridge before ascending into Dekalb Ave. 1:06:00 The abandoned portion of the Dekalb Ave platform can be seen. 1:06:39 Tracks to the left are for the Brighton line, Super express tracks for the N & D are left of those tracks. Prior to Atlantic Ave to 59th St there are a surprisingly low number of crossover switches. At 36th St the center track is for the West End line. Going straight, the descending ramp can be seen for the originally planned 4 track layout images.cf.nycsubway.org/images/maps/boylan-36thmap.gif to the West End that was abandoned for 2 ramps instead. The express track would diverge where the platforms are & a bellmouth can be seen on the northbound local track ru-vid.com/video/%D0%B2%D0%B8%D0%B4%D0%B5%D0%BE-OUeNYqPQW5w.html. 1:22:50 Leaving 59th Sta provision can be seen as the configuration would expand to 6 tracks. The express tracks descend & turn east to the Sea Beach line. Outer local tracks would begin to form a 4-track line to 95th Street. The outer tracks would branch off to a never built tunnel to Staten Island. The tunnels were built to Owl's Head Park en.wikipedia.org/wiki/Staten_Island_Tunnel#/media/File:StatenIslandTunnel.jpg. 1:24:00 is the underground bridge going over the LIRR Bay Ridge Branch. Looking at this the southbound R & northbound R occupy what would be the southbound local & express trackways. To the left are the northbound express & local tracks. 1:27:35 Approaching 86th St an abrupt shift of the tracks warrants slower speed as the adjacent track enters straight as a normal express track would. 1:31:06 Always nice to see new trackways being built. The Bay Ridge-95th Street station opened on October 31, 1925, and became the service's new southern terminus. Credit: subway.org wikipedia.org personal experience
Thank you so much for always taking the time to leave these amazing, informational comments. Folks can definitely, like us, learn a few things about the system so we appreciate that and you for all you do for this page. Just like they made those changes back then, we hope that should they make changes in the future for faster service, we can always appreciate the way in which they are able to service this city.
Siemens propulsion sounds so beautiful on these R160 models especially when leaving the station, I wish the R142s had this sound 😫. All in all great video!!
@@wtaenyc Anytime!! Keep up the great work!! Would love to see a video of the 1 train from South Ferry to 242nd Street-Van Cortlandt Park or the A from the Rockaways to 207th Street-Inwood ☺️☺️
1:05:14 Look at the very extreme climb to get up to the DeKalb platform; the Montague Tunnel track (R train) has to duck under the tracks coming in from the Manhattan Bridge. The north end of DeKalb station is one of the few places in which the platform levels split horizonally, with one side becoming lower, or higher than the other. If I recall properly, that also happens at the northbound 47-50th platform on the 6th Ave. IND. I LOVE THE DEKALB JUNCTION !!! According to 'Metro Liner', this tunnel opened in 1920. I especially love to study complex track geometry and junctions, and changes made to them. Aarre Peltomaa
Thank you as always for sharing this. It is knowledge that we appreciate as much as we are sure our viewers do. Dekalb station is truly a special one and we love the design of it for sure; truly intriguing to say the least. Thank you again
I love how the F train racing with the R train from Woodhaven Blvd to Grand Ave Newtown Station but eventually the F train wins the race as it is an express and the R is a local and is going to stop at that station. I love train races.
Guys let's just take it all in stride. I'm assuming they are posting routes based on what subscribers VOTE on first, so therefore the R was a desired choice. Everything will come at once so let's enjoy what this channel brings to the table and that it really is an innovative perspective on the NYC subway system given that the front-view railfan perspective has been taken away from this generation. I do feel they can show some more love towards the IRT lines and see more of them. Maybe in the next two videos, after the R line experience. The 2 & 6 lines are the ones I'm really anxious to see. Just a suggestion.
We appreciate you for sharing this message as well as for your suggestions in regards to the IRT. Those are coming soon and we truly can’t wait for you to experience them. We are sorry things are taking some time but understand that we are rookies and are only doing our best. We hope we can continue to earn your support
@@wtaenyc TO be "rookies", you are doing a FANTASTIC job. I lived in NYC for the first 52 years of my life. The IRT 2 and 3 lines were my "home" line (135th Street my home station). I can wait for your videos for I know they will be fantastic.
@@DWhytePA Thank you so much for sharing that. It is an honor that you feel that way about the channel. As for your old home station, we cannot wait for you to see it. It would be our pleasure to give you back those memories. Thank you for your support.
18:53 The northern approaches to Queens Plaza are a cathedral ! They must have taken all of the soil out above, and have the utilities hanging on pipes and wires in the air to reduce the weight of overburden to be able to span 6 f---ing tracks without a vertical beam in between. Wowwww! Aarre Peltomaa
I know this is random but… My QBL wants - E It goes and terminates in Brooklyn, (Southern Terminal, Northern stays the same) It terminates at Coney Island. It would go along Culver, and after the G, goes along with the F to Coney Island. E would go Culver Express, but still stopping at main stops like the . But, the would not exist. E will still go Queens Boulevard Express, and 8 Avenue Local. - F It will terminate at the same stops, and still go Queens Boulevard Express and 6 Avenue Local. The change is in Brooklyn. It would go Culver Local, stopping at every stop the G makes. After the G terminates at Church Avenue, it will go along the E. And it would go local. The E would pass the local stops, and stop at the must - need stops. (I forgot to put this in the E train section, sorry) - M The M would terminate not at Middle Village, but Coney Island aswell. It will still terminate at Forest Hills, (Northern Terminal) And go Queens Boulevard Local, and 6 Avenue Local. But again, the change is in Brooklyn. It would instead meet up with the D and go toward Coney Island with it. The D would go Express, and the M would go Local, like the E/F situation I stated in the other sections. - R It would still terminate at Forest Hills, and Bay Ridge. Still Queens Boulevard Local, and Broadway Local. But, as always, the change is in, you guessed it, Brooklyn. It would actually go 4 Avenue Express, and the N would go Local. The D would still go Express alongside the R. Then, the R would branch off to Bay Ridge. Hope you enjoyed!
Thank you so much for sharing these awesome suggestions. We are interested to see that as time and changes continue to keep moving/happening, what the system will do, if anything, to come nearly as close as your vision of what the Queens Corridor will consist of.
Who knew there seems to be sssssooooo many provisions for expansion? I'm too lazy right now to get the time stamps, but you can actually see the starter tunnels going to and from the R/M track. Queens is considered a subway desert and I agree. I used to live in Woodside. I wonder what the plans were. Thanks for the great work!!!!
We appreciate your support and agree, we too wonder what the plans were/are as the system continues to improve. It’s truly a system that has loads of potential to become the best system in the world.
At last. All 4 QBL lines now complete. As a R train rider, this line is great in QBL (unless you're on an unlucky weekend seeing 15 minute headways and no M train service). Besides that, the R train is great but not golden.
I was on the r train on a school trip today, and the door close chime played before the word "please" was spoken in the "stand clear of the closing doors" announcement.
if you freeze it 50:28 you will notice an interlocking track to your left.. That track leads to the lower level of the City Hall station where trains are stored..
Wow very cool video it was so awesome to see the hidden footage behind the woodhaven station knowing behind the wall was supposed to be another track that will lead to a double platform on the woodhaven local but great video she have there to see The Hidden tunnels and secrets of Queens boulevard
Thank you so much for your kind words. It’s dope that you were able to notice and share the information about the unused track; we can only wait and see if it’s something that’ll ever be used again.
1:22:50 you’ll notice the local track curves left then straight as the right side of tunnel there is a storage area. Why ? You are looking at the tunnel section built and designed to continue under owls head park into the under water narrows tubes to connect to the Staten Island railway or better known Hylans holes which started construction in the 1920s but was stopped for political reasons. 1:24:00 here you’ll notice the subway crosses over a bridge and below the LIRR/ bay ridge branch but what makes this bridge interesting is it was built with four (4) trackways but it only utilizes two (2) for the R line to 95 street . Why ? Again planners during construction envisioned if necessary expansion >express to 95 street and continue to Staten Island via underwater tubes roughly where the Verrazano Bridge sits today. 1:32:56 Last stop but beyond the concrete wall the tunnel continues, actual feet ? This is unknown but designed to feed into Staten Island tubes. Retired ‘Motorman’ /Train operator RTO ‘B’ division.
Thank you so much for sharing this bit of information/knowledge with us and the community. Also sending a special, "Thank you," to you for your service to NYC. 🫡🏆
+ Sanitman Since you know the system very well (you HAVE to), I'm wondering about the steep incline out of the 60th street tunnel between the portal and QBP; what's the grade percentage?! To me it appears to be either 6% or 8%....
@@CraigFThompson good question. 60th street tubes from station QBP 102+12 to station 109=97 Lexington Ave 59th ST (787 ft) is at 4.37% grade. Once past ‘timer’ signals on downgrade as a ‘motorman’ I needed the momentum(40-50mph)together with a consist of all traction motors operating to get it up the incline decent speed! The steepest in system is 5.5% grade on Williamsburg Bridge.
@@CraigFThompson great question.. 60th street tubes from station QBP 102+12 to station Lexington Ave 59St 109=97 (787 ft) is at 4.37% grade. As a ‘motorman’ it was ideal to have all traction motors on the consist operating once past timer signals for momentum 40+MPH for the incline. Steepest incline is Williamsburg Bridge at 5.5% grade.
If you freeze it at 24:24..The R train to 95th Street Brooklyn is interlocking with N Sea Beach Line to Coney Island interlocking track.. And the W local train to White Hall Street South Ferry Lower Manhattan
The R160s are better on the R than the R46s were. They have a much better power to weight ratio, which really matters on a line with closely spaced stops. This is evident on the Manhattan portion where this train followed an R46 W and kept having to slow down and hold at stations.
18:53 How did they get the ceiling beams to span 6 track spaces wide without vertical support beams in between ??? They must not have put any soil above these beams, but instead just left an empty air box with the utilities and pipes being supported by beams and cables ? I would love to know. Aarre Peltomaa
No doubt about it; that would truly be something amazing to know for sure. You have a wonderful eye for these things; it's an honor to be able to bring this experience to you.
@ Welcome to an Experience: The videos you have thus-far created and posted here for us to immerse ourselves in are truly excellent. I love the hi-res 2160p optical clarity your cameras give us, whether "filming" outside in the sun or in the darkest of nights, and surely as well in the highly fascinating labyrinth of tunnels beneath the city. You are revealing to us as never before the engineering marvel that the New York City Subway System, taken as a whole, really is. I love as well the sounds you capture of the trains as they make their way along the hundreds of miles of track, again in highly revealing stereophonic audio (wind noise sometimes interferes with the microphone's ability to record the sound - but there are effective wind-break shields which can be attached to microphones to lessen/diminish the impact of wind on their sound). I hope at some point that you can attach your cameras and microphones to one or more of the vintage subway and el trains which the New York City Transit System occasionally bring out for the enjoyment of the public - there's nothing quite like the sounds that the older subway trains, like the IND R-1 thru -9 series trains, can produce. In any event, thank you for all you do!
Thank you so much for your praises. We truly appreciate them and you for your support. You made a great suggestion and it is one that we will discuss as a team and see if we can possibly make that happen.
Thank you so much for that suggestion. We will definitely bring it to the table but we can’t wait for you to see the D video; it is truly inspiring with the concourse express
The Jay Street Metro Tech station's original name was Lawrence Street and there wasn't any connection to the A, F or C train.. The Station where the A, F and C train run. The original name was Jay street Borough Hall..
@@wtaenyc sure. Let’s go with “Euphoria” Edit: thank you for the video, but waiting for the R train for eons after transferring from the N was not euphoric :p
Haha we see what you did there. Understandable how it must have been challenging having to wait that long. We’re glad that the system has improved and continues to improve, as transfer times continue to improve. Sorry you had to wait eons and we agree, that was not euphoric 🫡
If you freeze it at 1:18:02 and look to your left.. That is what is left of another subway tunnel entrance that the was blocked off.. My guess is that the MTA abandoned it at one time.. I believe it would been the 40th Street station..stop
Would have truly been interesting to see what it would have looked like, had that work been continued. Wonder if they would ever revisit the idea. Thanks for sharing.
So is it really that bright in the tunnels these days, or is your camera amplifying the light. It's been decades since I was on a NY subway and I remember them being pretty dark.
@@wtaenyc And it’s due to the trains being the newer ones with 60ft cars as opposed to the older ones with 75ft cars. The former with 10 cars and the latter with 8 cars result in the same length. The only non-shuttle B division lines with shorter platforms are the Nassau, Jamaica, Myrtle and Canarsie Lines, which can only fit 8-car trains with 60ft carriages. As a result, The M is the only service to run on sections with different platform lengths.
@@wtaenycI just found out why the N, Q and W services switched from 60ft R160s to 75ft R46s, R68s and R68As. The newer rolling stock had to be transferred onto other lines for CBTC upgrades. As for the lines with older rolling stock, they have to wait for newer rolling stock before all lines can start using CBTC. Currently, the R211 is in the progress of replacing all R44s and R46s. After that, it is expected that the R268 will replace all R68s and R68As. Then, all trains on the B Division will finally have CBTC and will also eliminate all 8-75ft-car trains which can result in (slightly) longer dwell times at stations compared to 10-60ft-car trains (due to having the same train length but fewer doors). This only covers the B Division. As for the A Division, only the R62 and R62A are left and are planned to be replaced by the upcoming R262. After that, the entire system will be CBTC-controlled once and for all.
Got a few questions. 1. AM or PM? 2. Was there a train in front of this one? Operating a little slow 3. What was up with the operation? Operator braking so early. 6 stations should have been flying in. Looks like they were operating on speed signs rather than the CBTC screen.
Maybe the system wasn’t working it’s best and the operator did their part to ensure that it was a safe ride, despite it seeming like it could have been done faster. We can only send positive blessings that when possible, the system will speed up over time and operation could become more efficient; while we’re more thankful for the safe operation than the swift.
What's the difference between a flashing green light on some lines and a solid green light when they go to take off from the station I'm kind of confused
Thanks for asking. The flashing green is the new CBTC signaling system being introduced while the solid green is the for those areas where it is yet to be implemented. 🫡
Great question. The flashing green is due to the NYCTA utilizing the new CBTC system. Flashing Green let’s the train operator know that the system is working as designed, and they will then use the screen inside the cab to follow necessary instructions from the system’s readings.
Valid opinion as it relates to the train line. We are sure that they are many that may agree with you but we will remain thankful for it and speak for those who utilize this train to get to and from him. It would be nice if this train did have an express portion of its route but who knows what the future or system has in store.
From what I can tell from Open Railway Map, it is the Broadway line's alignment shifting from under Broadway to under Church Street as south of the s-bend, the IRT Lexington Avenue Line (which I believe is part of the original subway and therefore came first) runs under Broadway.
(R) train to Bay Ridge-95 Street via Queens Boulevard Local, 59 Street, Broadway Local, Montague Street, 4 Avenue Local, and Bay Ridge Timestamps: [Queens] [🔵🟠Queens Boulevard Line🟠🟡] 0:19 Forest Hills-71 Avenue♿(transfer to: (E) (F) express trains; connection to: LIRR) (Northern terminus🟨) 1:11 67 Avenue 2:58 63 Drive-Rego Park (transfer to: Q72 to LGA Airport; exit for: Rego Center Mall) 4:26 Woodhaven Boulevard (transfer to: Q52 and Q53 SBS; exit for: Queens Center) 5:59 Grand Avenue-Newtown (transfer to: Q53 SBS) 7:28 Elmhurst Avenue (transfer to: Q53 SBS) 9:13 Jackson Heights-Roosevelt Avenue♿(transfer to: (7) and (E) (F) express trains, Q47 and LGA Link Q70 SBS to LGA Airport, and Q53 SBS) 11:25 65 Street 12:47 Northern Boulevard 14:13 46 Street 15:57 Steinway Street 17:54 36 Street 20:07 Queens Plaza♿(transfer to: (E) (M) trains) [Manhattan] [59 Street Line🟡] 27:07 Lexington Avenue-59 Street (transfer to: (4) (5) (6) [🟢Lexington Avenue Line🟢], (F) (Q) [63 Street Line🟠🟡] (via out-of system transfer), and (N) (W) trains; connection to: Roosevelt Island Tramway) 28:56 5 Avenue-59 Street (exit for: Central Park) [🟡Broadway Line🟡] 31:20 57 Street-7 Avenue♿(transfer to: (N) (Q) express trains; exit for: Central Park) 34:38 49 Street (exit for: Times Square) 36:50 Times Square-42 Street♿(transfer to: (1) (2) (3) [🔴7 Avenue Line🔴], (7) , (A) (C) (E) [🔵8 Avenue Line🔵], (B) (D) (F) (M) [🟠6 Avenue Line🟠] (via passageway) and (N) (Q) express trains and 42 Street (S); connection to: Port Authority Bus Terminal; exit for: Times Square and Bryant Park) 38:39 34 Street-Herald Square♿(transfer to: (B) (D) (F) (M) [🟠6 Avenue Line🟠] and (N) (Q) express trains and M34 SBS; connection to: LIRR, PATH, NJ Transit, and Amtrak; exit for: Macy's Herald Square) 40:05 28 Street 41:19 23 Street-Madison Square (transfer to: M23 SBS; exit for: Madison Square Garden) 42:50 14 Street-Union Square♿(transfer to: (4) (5) (6) [🟢Lexington Avenue Line🟢], (L), and (N) (Q) express trains and M14 SBS; exit for: Union Square Park) 44:30 8 Street-New York University 47:40 Prince Street 49:37 Canal Street [Montague Street Level] (transfer to: (6) [🟢Lexington Avenue Line🟢], (J) [Nassau Street Line🟤], and (N) (Q) trains @ Manhattan Bridge level; exit for: Columbus Park) [Montague Street Line] 51:49 City Hall (exit for: City Hall Park) 54:00 Cortlandt Street♿(transfer to: (1) [Greenwich Street Line] (via WTC complex), (2) (3) [Eastern Parkway Line (7 Avenue branch)🔴], (4) (5) [Eastern Parkway Line (Lexington Avenue branch)🟢] (via Dey Street Passageway), (A) (C) (E) [🔵8 Avenue Line🔵], and (J) [Nassau Street Line🟤] trains (via Dey Street Passageway); connection to: PATH; exit for: Fulton Center, The Oculus, and Brookfield Place) 55:41 Rector Street 58:02 Whitehall Street-South Ferry (transfer to: (1) [Greenwich Street Line], M15 SBS, and Staten Island Ferry; exit for: Battery Park) (Southern terminus of (W) trains🟨) [Brooklyn] 1:01:32 Court Street (transfer to: (2) (3) (4) (5) trains; exit for: Cadman Plaza) 1:03:30 Jay Street-MetroTech♿(transfer to: (A) (C) [Fulton Street Line🔵] and (F) trains) [🟠🟡4 Avenue Line🟡] 1:05:24 DeKalb Avenue♿(transfer to: (B) (Q) [🟠Brighton Line🟡] trains; exit for: Fort Greene Park) 1:08:42 Atlantic Avenue-Barclays Center♿(transfer to: (2) (3) (4) (5) [🟢Eastern Parkway Line🔴], (B) (Q) [🟠Brighton Line🟡], and (D) (N) express trains; connection to: LIRR; exit for: Atlantic Terminal Mall, Atlantic Terminal, and Barclays Center) 1:10:30 Union Street 1:12:03 4 Avenue-9 Street (transfer to: (F) (G) trains) 1:13:38 Prospect Avenue 1:15:10 25 Street 1:16:49 36 Street (transfer to: (D) (N) express trains) 1:19:15 45 Street (exit for: Sunset Park) 1:20:42 53 Street 1:22:02 59 Street♿(transfer to: (N) train) [Bay Ridge Line] 1:24:19 Bay Ridge Avenue (exit for: Leif Ericson Park) 1:25:46 77 Street 1:27:57 86 Street♿(transfer to: S79 SBS) 1:31:51 Bay Ridge-95 Street (Southern terminus🟨)
