When Will M Train Start Running Again on Myrtle Broadway?

New York Urban center Subway service

New York Metropolis Subway service

Queens Boulevard/ 6th Avenue Local
Middle Hamlet–Metropolitan Avenue-bound M train of R160s leaving Myrtle Artery
Northern end	Clockwise management: Forest Hills–71st Avenue (weekday blitz hours and middays) Essex Street (Weekday evenings and weekends except late nights) Myrtle Avenue (late nights)
Southern stop	Counterclockwise direction: Centre Village–Metropolitan Avenue
Stations	36 xiii (Weekday evening and weekend daytime service) 8 (late nighttime service)
Rolling stock	192 R160s (24 trains, AM rush); 184 R160s (23 trains, PM rush)[1] [ii] (Rolling stock assignments subject to change)
Depot	East New York Yard
Started service	1914; 108 years ago  (1914)
Discontinued	Oct 4, 1969; 52 years ago  (1969-ten-04) (MJ service only)
Route map Legend ​ Jamaica Center or 179th Street via Queens Boulevard R ( M weekdays) Forest Hills–71st Avenue 67th Avenue 63rd Drive–Rego Park Woodhaven Boulevard Grand Avenue–Newtown Elmhurst Avenue Jackson Heights–Roosevelt Avenue 65th Street Northern Boulevard 46th Street Steinway Street 36th Street ​ Manhattan & Brooklyn via 63rd Street Queens Plaza Manhattan & Brooklyn via 60th Street Court Square–23rd Street Queens Manhattan Lexington Artery–53rd Street Fifth Artery–53rd Street ​ Queens via 63rd Street World Trade Center via 53rd Street ​ Uptown & the Bronx via eighth Avenue 47th–50th Streets–Rockefeller Center 42nd Street–Bryant Park 34th Street–Herald Foursquare 23rd Street 14th Street West 4th Street–Washington Foursquare Broadway–Lafayette Street ​ Broad Street via Nassau Street ​ Brooklyn via Manhattan Span ​ Brooklyn via Rutgers Street Tunnel M (weekends) Essex Street Manhattan Brooklyn Marcy Avenue Hewes Street Lorimer Street Flushing Avenue M (late nights) Myrtle Avenue ​ Jamaica Centre via Jamaica Key Avenue Knickerbocker Avenue Myrtle–Wyckoff Avenues Seneca Avenue Forest Avenue Fresh Pond Road Middle Village–Metropolitan Artery M Legend Lines used past the Other services sharing tracks with the Unused lines, connections, or service patterns M Termini of services Cantankerous-platform interchange Platforms on different levels This diagram: view talk edit

The Thou Queens Boulevard/Sixth Avenue Local ^[3] is a rapid transit service in the B Division of the New York City Subway. Its route emblem, or "bullet", is colored orange since it uses the IND Sixth Avenue Line in Manhattan.^[4]

The M operates at all times. Weekday blitz hour, midday, and early evening service operates between 71st Avenue in Forest Hills, Queens, and Metropolitan Avenue in Middle Village, Queens, making local stops forth its unabridged route; weekend daytime and late evening weekday service is cut back from 71st Avenue in Queens to Essex Street in the Lower East Side of Manhattan; late night service short turns at Myrtle Avenue in Brooklyn.

The Yard is the but service that travels through the same borough via two different, unconnected lines. Additionally, the M is the only non-shuttle service that has both of its full-run terminals in the aforementioned borough (Queens). Though the full route length between 71st Avenue and Metropolitan Avenue is virtually 18.2 miles (29.3 km), the stations are geographically located 2.47 miles (three.98 km) apart, marking this equally the shortest geographic altitude between termini for any New York City Subway service that is not a shuttle service.^[five]

An MJ service ran the entire BMT Myrtle Avenue Line until 1969, when the section w of Broadway in Brooklyn was demolished. Earlier 2010, the full-length Chiliad ran from Middle Hamlet to southern Brooklyn via the BMT Nassau Street Line and Montague Street Tunnel. The Yard had originally run on the BMT Brighton Line to Coney Island–Stillwell Artery until 1987. Afterward, information technology used the BMT Fourth Avenue Line, and BMT West End Line in Brooklyn, terminating at Ninth Artery or Bay Parkway. From July 2017 to Apr 2018, the full-length M terminated at Broadway Junction in Brooklyn; a express number of M trains operated between 71st Avenue in Queens and Second Avenue in Manhattan. As part of the 14th Street Tunnel shutdown, between April 2019 and April 2020, M service was extended to 96th Street in the Upper E Side during weekday belatedly evenings and weekends, as an alternative for 50 train service.

History [edit]

M service [edit]

1914–1960 [edit]

The Myrtle Avenue–Chambers Street Line (after the x, then the Yard train) used the Myrtle Viaduct (pictured) forth its route betwixt Manhattan and Center Village

Until 1914, the but service on the Myrtle Avenue Line east of Grand Avenue was a local service between Park Row (via the Brooklyn Span) and Middle Village (numbered 11 in 1924).^[vi] The Myrtle Viaduct, a two-runway ramp connecting the Myrtle Artery Line with the BMT Broadway Elevated (now the Jamaica) Line at the Myrtle Avenue–Broadway station was opened on July 29, 1914, allowing for a second service, the daytime Myrtle Artery–Chambers Street Line, or Myrtle-Chambers Line, which ran along the Broadway elevated and the Williamsburg Span to Chambers Street on the Nassau Street Loop in Lower Manhattan.^{[7] [eight]}

Post-obit the completion of a tertiary track along the Broadway Elevated betwixt Marcy Avenue and Myrtle Avenue on Jan 17, 1916,^[9] these trains began running limited on the Broadway Elevated during the evening rush hour in the peak-direction.^[10] Past 1920, trains later began running limited in the forenoon rush hour and on Saturday afternoon in the peak direction.^[xi] The number 10 was assigned to the service in 1924.^[half-dozen] At the fourth dimension, service ran on weekdays between half-dozen a.yard. and viii p.g., on Saturdays from 6 a.m. and nine p.1000., and on Sundays from 12:30 to eleven p.1000. In the morning blitz hour, trains ran limited between Central Avenue and Essex Street, and during the evening rush hour, trains ran express between Bowery and Broadway–Myrtle Artery.^[12]

Sunday service was removed in June 1933.^[12] All Sabbatum trains began running local on June 28, 1952. On June 28, 1958, Saturday service was discontinued.^[13] On May 26, 1959, midday service was eliminated, making the Myrtle-Chambers Line rush-hours only. Service had previously operated on weekdays from 6 a.m. to 8 p.m.^[14] Beginning on February 23, 1960, express trains began stopping at Marcy Avenue, which was originally a local cease.^[13]

1961–1978 [edit]

1967–1979 bullet

In 1961, with the arrival of new subway cars which featured rollsigns with new lettered designations for the BMT's numbered services, the 10 was renamed the M.^{[xv] [xvi]} Since these cars were not assigned to the route,^[17] it remained signed as ten. However, the rush 60 minutes Nassau Street specials on the BMT Brighton Line and BMT Quaternary Artery Line were signed using the M designation.^{[18] : 86} The line was officially designated "1000" after the Chrystie Street changeover on Nov 27, 1967.^[19]

The second half of the Chrystie Street Connection opened on July 1, 1968, and the JJ, which had run forth Nassau Street to Broad Street, was relocated through the new connection to the IND Sixth Avenue Line (and renamed the KK). To augment QJ service to Broad Street, the Grand was extended two stations, from Chambers Street to Broad Street.^[20] On October four, 1969, the Myrtle Avenue Elevated was discontinued south of Myrtle Avenue to Jay Street. To make up for the loss of MJ service, M service was expanded to run during middays, operating weekdays betwixt 6 a.thou. and 7 p.m., and a new SS shuttle began running between Myrtle Avenue–Broadway and Metropolitan Avenue at other times.^[21] In August 1972, the off-hr SS shuttle was renamed every bit role of the Thousand.^{[22] : 62}

Effective January ii, 1973, the daytime QJ was truncated to Wide Street equally the J, and the M was extended beyond Broad Street during the day forth the QJ'due south erstwhile route to Coney Island–Stillwell Avenue, via the Montague Street Tunnel and Brighton Line local tracks. In addition, its weekday bridge of service was increased by an 60 minutes from 8 p.one thousand. to ix p.g.^[23] The local K (renamed from KK in 1973) was eliminated on August 27, 1976,^[24] and M express service between Myrtle Avenue and Marcy Artery ended.^[25]

On January two, 1978, changes were made to D and M service on the Brighton Line. Northbound weekday M railroad train service originating at Kings Highway would begin at 5:46 a.k., while northbound service from Coney Island would begin at six:34 a.m. From 5:40 to 6:34 a.m. northbound D trains would run local from Brighton Beach to Kings Highway, so run express to Prospect Park. Belatedly morn and early on afternoon D trains would from and then on run express from Brighton Beach to Kings Highway. The span of D express service to Brighton Beach was extended by 45 minutes to 9:05 p.1000. from Prospect Park, and the span of Thousand service from Wide Street to Coney Island was extended by 45 minutes to encompass local stops.^[26]

1986–2004 [edit]

Grand train of R42s crossing the Williamsburg Bridge in 1995

A six-month reconstruction project on the Brighton Line began on Apr 26, 1986, and to reduce congestion and delays, weekday daytime Thou service was shifted to the Fourth Avenue Line's express tracks south of DeKalb Avenue and the BMT West Terminate Line. Service began terminating at Ninth Avenue during middays, and at Bay Parkway during rush hours.^[27] This service duplicated a design that had last been operated as the TT until late 1967.^[28] Manhattan-bound M trains operated from Bay Parkway betwixt near 7:00 and eight:20 a.g., operating every 12 to 15 minutes. Bay Parkway-bound One thousand trains left Chambers Street between iv:twenty and 5:xxx p.one thousand.^[29] In 1991, M trains began running with fewer cars at all times except weekdays from 6 a.m. to 8 p.m. in social club to increase passenger security during overnight hours.^[30]

M service along Fourth Artery, operating between 6:thirty a.m. and 8:00 p.g., was switched to the local tracks on May 31, 1994, switching with the N, which had run local since the 1000 was moved in 1987.^{[31] [32]} The alter was implemented on a half-dozen-calendar month trial, and was fabricated permanent afterwards. This alter was made as part of New York City Transit's Fare Deal, which sought to increase transit ridership by improving service. The modify was proposed in November 1993, and public hearings on the alter were held.^[33] The modify reduced travel times past 4+ 1⁄2 minutes for 26,000 people, a majority of the riders on the corridor. As a outcome of the modify, some riders shifted from using stations on the BMT West End Line to the BMT Sea Beach Line, and from Quaternary Avenue local stops to 4th Avenue express stops.^[34] Market research found that 44% of M riders felt that crowding decreased, that 35% of M and xxx% of North riders used their service more frequently, that 58% of riders idea the change was a proficient thought, and that just riders at the 45th Street and 53rd Street stations, which received less frequent service, viewed the changes negatively. This alter increased operating costs by $245,000.^[35]

The midday M (between 9:xxx a.m. and three:thirty p.g.) was temporarily truncated to Chambers Street on April thirty, 1995 from Ninth Avenue in Brooklyn due to the closure of the Manhattan Bridge during weekday middays for structural repairs.^{[36] [37] [38]} The change was fabricated to provide capacity in the Montague Street Tunnel for the Q, which was rerouted from the Manhattan Bridge. To supercede M local service in Brooklyn, midday N trains began making local stops in Brooklyn. In addition, the span of M service to Brooklyn was reduced by fifteen minutes in the early morning and in the late evening by 25 minutes.^[39]

The emptying of midday service to Brooklyn was made permanent on November 12, 1995, after the vi-month repair projection was completed,^[forty] as role of a series of service cuts made past New York City Transit to brand up a shortfall in its upkeep. It had been expecting a $160 million surplus in 1995, but due to reductions in state and federal contributions, it was left with a deficit which could achieve $172 million. The elimination of midday M service to Brooklyn was part of a larger plan to reduce spending in order to avert a fare increment, which Governor George Pataki and Mayor Rudy Giuliani had pressured the MTA to avoid. Only 4,200 riders used M service to Brooklyn during middays, with fewer than xx passengers per machine, or 80 passengers per train (the 1000 used iv-car trains during middays). Because of the low cost effectiveness of operating service to Brooklyn and because of the existence of alternate service on the N and R, it was decided to cut the service. This service cut saved $664,000 annually. Iii culling operating plans were considered: maintaining existing midday service, terminating midday service at Broad Street, and operating service as a shuttle like weekend and late nighttime service. It was decided not to terminate service at Broad Street because it negated a large portion of the crew savings due to the need for personnel to relay trains at the Broad Street concluding, longer running times, and because it had the potential to delay J service, which already terminated there. The shuttle pick was dismissed because it would inconvenience a far larger number of Chiliad riders.^[41]

Brown M diamond bullet 1986-2005

From May 1 to September 1, 1999, the Williamsburg Bridge subway tracks were closed for reconstruction, splitting Grand service in 2 sections. One service ran at all times between Eye Hamlet–Metropolitan Avenue and Marcy Artery. The other ran rush hours only between Bay Parkway and Chambers Street. A shuttle provided service on the BMT Nassau Street Line. Fares on the B39 bus crossing the Williamsburg Bridge were eliminated and free subway-bus transfers were given at Marcy Artery and at Delancey Street.^[42] The closure was anticipated to last until October 1999, only subway service was restored one month alee of schedule.^[43] The project price $130 million, including replacing the tracks' back up structure, signal systems and other equipment.^[44]

From July 23, 2001 to February 22, 2004, piece of work on the Manhattan Bridge subway tracks resulted in a midday extension back to Ninth Avenue, besides equally an extension of the times that the rush hour service was provided to 10 p.yard. This change preserved service betwixt the West End Line and Chinatown for passengers that would have taken the B to Grand Street. When full Manhattan Bridge service was restored, midday 1000 service was cut back to Chambers Street.^{[45] [46] [47]} Neighborhood leaders in Chinatown were angered by the conclusion to terminate midday at 9th Artery, instead of running it to Bay Parkway. A spokesman for New York Urban center Transit stated that it was easier to end trains at Ninth Avenue and that a signal upgrade project was going on further downwardly the line.^[48] In add-on, the temporary midday service to Brooklyn was lightly used, with an average of 50 to lx riders per train during middays going to Brooklyn, and fewer than l riders per train during evenings going to Brooklyn.^{[49] : 49}

The September xi, 2001 attacks acquired a temporary reduction of the M to a total-fourth dimension shuttle until September 17.^[fifty] And then it was extended full-time over the BMT Ocean Beach Line to Stillwell Avenue, replacing the Due north, until October 28.^{[51] [52] [53]}

2007–2010 [edit]

In Dec 2007, the MTA announced that it planned to set up aside $27 million in 2008 and $threescore million annually afterwards for service enhancements to assistance riders deal with increased fares. Extended weekday evening M service to Broad Street and weekend service to Chambers Street were part of the plan.^[54] However, on March 24, 2008, it was announced that considering the bureau received substantially less revenue from taxes on real estate transactions, the enhancements were reduced to $4.5 1000000 in 2008 and $8.9 million annually afterwards.^{[55] [56]} The programme to extend weekend service to Chambers Street was dropped. Later several months' delay, weekday evening trains were extended to Broad Street on July 27, 2008.^{[57] [58]}

Brooklyn politicians eulogize the "death" of the Nassau Street Line M

On November 20, 2008, in light of severe budget woes, the MTA appear a slew of potential service cuts; among them was the potential elimination of rush-hour M service which had extended beyond Chambers Street on the Nassau Street Line in Lower Manhattan to Bay Parkway on the West End Line in Brooklyn.^[59] In May 2009, afterward the New York Country Legislature passed legislation to offering financial back up to the MTA, the service cut was taken off the tabular array.^[lx] Withal, in belatedly 2009, the MTA once over again discovered that it was confronting some other financial crisis; almost of the aforementioned service cuts threatened just months before were revisited. Ane proposal included completely phasing out M service and using the V as its replacement. Under this proposal, the V would no longer serve its southern terminus at Second Avenue. Instead, after leaving Broadway–Lafayette Street, information technology would run along the Chrystie Street–Williamsburg Bridge connexion, unused since the emptying of the Chiliad in 1976, and stop at the upper (BMT) level of Essex Street in Manhattan before serving all M stations to Metropolitan Artery in Queens.^[61]

The MTA determined that this move, while still a service cut, would actually do good 1000 riders in northern Brooklyn; approximately 17,000 weekday riders use that route to reach its stations in Lower Manhattan, whereas 22,000 transfer to other routes to accomplish destinations in Midtown Manhattan. However, but near 10,000 riders in Southern Brooklyn apply the M to access the Nassau Street Line. This merger opened up new travel options for northern Brooklyn and Queens in that it immune direct and more user-friendly admission to areas that were not previously served by those routes such as Midtown Manhattan, as before the service changes, M railroad train passengers had to transfer at to the lowest degree once if heading to Midtown.^[62]

On March 19, 2010, it was reported that the plan had been changed and that while the new combined route would still be used, information technology would carry the M railroad train designation, recolored orange to designate the IND Sixth Avenue Line as its Manhattan trunk line, while discontinuing the V train. Many MTA board members opposed the elimination of the Thou designation, saying that riders would be more comfortable with that rather than a V designation, and because the Grand had been around longer than the 5.^{[63] [64]} Official M service via the Chrystie Street Connectedness began on Monday, June 28, 2010.^{[65] [66]}

2011–present [edit]

On June 8, 2014, weekend daytime 1000 service was extended to Essex Street as part of an $18 million funding project to improve subway service, likewise equally to offer a direct connection to the F train on Saturdays and Sundays; late night service continues to cease at Myrtle Avenue.^{[67] [68]}

During the forenoon rush hour, the M is at 90 percent of the New York Urban center Subway's chapters guidelines. Ridership on the Thousand has been growing very quickly since the 2010 service change, and this trend is expected to keep. In June 2016, the frequencies of service on the M road during elevation hours were increased, with the expectation that peak railroad train frequencies would be raised once more in the future.^{[69] [70]}

From July i, 2017 to April 30, 2018,^[71] reconstruction of 2 sections of the BMT Myrtle Avenue Line—the approaches to the line's junction with the BMT Jamaica Line and Fresh Pond Bridge over the Long Island Rail Road's Montauk Branch in Queens—required a reroute of M service. Trains to and from Manhattan and Queens, instead of going to Metropolitan Avenue, ran via the BMT Jamaica Line between Myrtle Avenue–Broadway and Broadway Junction at all times except late nights, when service was suspended. A limited amount of blitz hour trains ran between 71st Avenue in Queens and Second Avenue in Manhattan, replicating the V railroad train'south routing prior to its discontinuation in 2010. Iii shuttle bus routes ran during reconstruction of the Fresh Swimming Bridge: one betwixt Myrtle Avenue–Broadway and Fresh Swimming Route; the 2nd between Myrtle–Broadway and Metropolitan Avenues, skipping the Fresh Swimming Road station during the daytime hours; and the third between Flushing Artery/Broadway and Eye Hamlet–Metropolitan Avenue, stopping at Flushing and Wyckoff Avenues for a transfer to the BMT Canarsie Line at Jefferson Street.^{[72] [73] [74]}

When the Fresh Pond Bridge projection was completed on September 2, 2017, two half-dozen-machine shuttle trains began operating between Metropolitan and Wyckoff Avenues at all times, running separately from each other on each of the ii tracks; 2 boosted six-car trains were stored in the Fresh Swimming M in gild to swap consists in and out of service.^{[75] [76]} These shuttles, along with a shuttle bus route that provided service betwixt Wyckoff Avenue and Broadway, ran until Apr 27, 2018.^{[72] [73] [74]}

When the 14th Street Tunnel shutdown started in April 2019, weekend and weekday evening M service (from xi:00 p.m. to 1:15 a.m.) was extended from Essex Street to 96th Street on the Second Artery Subway in Manhattan, via 63rd Street, to recoup for limited Fifty service between Brooklyn and Manhattan. The K had to run to 96th Street because of capacity reductions on the Queens Boulevard Line due to ongoing weekend construction.^{[77] [78]} Both weekday and weekend Thou frequencies were too increased.^{[79] [eighty] [78]} This extra service was discontinued later on completion of tunnel structure on April 27, 2020.^[81] Weekday evening service after 9:fifteen p.m. was too indefinitely cut back from Forest Hills to Essex Street to suit maintenance work for the installation of communications-based train command on the Queens Boulevard Line, Eighth Avenue Line, and Sixth Avenue Line.^{[82] [83]}

MJ service [edit]

Short-lived MJ logo from 1967 to 1969

The MJ formerly served the remainder of the Myrtle Avenue elevated, which was demolished in 1969 except for a small stub (pictured)

On March 5, 1944, 11 trains stopped running over the Brooklyn Bridge, instead catastrophe at Span–Jay Streets on the Brooklyn side, and all eleven trains terminated there (with a free transfer to the IND trains at Jay Street–Borough Hall).^[84] In 1967, when the Chrystie Street Connection opened, the label MJ was assigned to the 11 service.^[19]

The western half of the Myrtle Avenue Line closed on October 4, 1969, ending MJ service, which was replaced with a free transfer to the B54 bus.^[85] Several days earlier the scheduled closing date, some supports for the elevated construction were hit past a truck, temporarily suspending service. Timber reinforcement was applied to damaged members, allowing service to resume performance until the scheduled closing date.^[86]

Road [edit]

Service blueprint [edit]

The following tabular array shows the lines used by the Thou, with shaded boxes indicating the route at the specified times:^[87]

Line	From	To	Tracks	Times
				week­days	week­ends and evening	tardily nights
IND Queens Boulevard Line	Forest Hills–71st Avenue	Queens Plaza	local
	Court Foursquare–23rd Street	Fifth Avenue/53rd Street	all
IND Sixth Avenue Line	47th–50th Streets–Rockefeller Center	Broadway–Lafayette Street	local
Chrystie Street Connexion			all
BMT Nassau Street Line	Essex Street		all
Williamsburg Bridge			all
BMT Jamaica Line	Marcy Artery	Flushing Artery	local
	Myrtle Avenue		all
BMT Myrtle Avenue Line (full line)	Central Artery	Middle Hamlet–Metropolitan Avenue

Stations [edit]

For a more detailed station listing, see the articles on the lines listed to a higher place.^[3] The M train runs on the following lines:

Station service legend
	Stops all times
	Stops all times except late nights
	Stops weekdays only
	Stops weekends and weekday evenings
	Stops all times except weekdays in the summit direction
	Stops rush hours only
	Station airtight
	Stops rush hours/weekdays in the peak direction simply
Time period details
	Station is compliant with the Americans with Disabilities Human activity
↑	Station is compliant with the Americans with Disabilities Human action in the indicated management only
↓
	Elevator access to mezzanine simply

	Stations		Subway transfers	Connections
Queens
IND Queens Boulevard Line
	Woods Hills–71st Avenue		Eastward ​F <F> ​​R	LIRR Chief Line at Forest Hills
	67th Avenue		R
	63rd Drive–Rego Park		R	Q72 omnibus to LaGuardia Airport
	Woodhaven Boulevard		R	Q52/Q53 Select Bus Service
	Grand Avenue–Newtown		R	Q53 Select Bus Service
	Elmhurst Avenue		R	Q53 Select Coach Service
	Jackson Heights–Roosevelt Artery		E ​F <F> ​​R 7 (IRT Flushing Line)	Q47 jitney to LaGuardia Airport Marine Air Concluding Q53 Select Double-decker Service Q70 Select Bus Service to LaGuardia Airport
	65th Street		R
	Northern Boulevard		R
	46th Street		R
	Steinway Street		R
	36th Street		R
	Queens Plaza		E ​​R
	Court Square–23rd Street	↓	E Yard (IND Crosstown Line) 7 <7> ​ (IRT Flushing Line)	Station is ADA-accessible in the southbound management just
Manhattan
	Lexington Avenue–53rd Street		Eastward 6 <6> ​ (IRT Lexington Avenue Line at 51st Street)
	Fifth Avenue/53rd Street		E
IND Sixth Avenue Line
	47th–50th Streets–Rockefeller Middle		B ​D ​F <F> ​
	42nd Street–Bryant Park		B ​D ​F <F> ​ 7 <7> ​ (IRT Flushing Line at Fifth Avenue) 1 ​2 ​3 (IRT Broadway–Seventh Avenue Line at Times Square–42nd Street, daytime only) Northward ​Q ​R ​W (BMT Broadway Line at Times Foursquare–42nd Street, daytime only) S (42nd Street Shuttle at Times Foursquare–42nd Street, daytime only) A ​C ​East (IND Eighth Avenue Line at 42nd Street–Port Authority Autobus Last, daytime but)
	34th Street–Herald Foursquare		B ​D ​F <F> ​ North ​Q ​R ​Westward (BMT Broadway Line)	M34/M34A Select Bus Service PATH at 33rd Street Amtrak, LIRR, NJ Transit at Pennsylvania Station
	23rd Street		F <F>	M23 Select Bus Service PATH at 23rd Street
	14th Street		F <F> 1 ​two ​iii (IRT Broadway–Seventh Artery Line at 14th Street) L (BMT Canarsie Line at Sixth Artery)	PATH at 14th Street M14A/D Select Bus Service
	West Fourth Street–Washington Square		B ​D ​F <F> ​ A ​C ​East (IND 8th Avenue Line)	PATH at 9th Street
	Broadway–Lafayette Street		B ​D ​F <F> ​ 6 <six> ​ (IRT Lexington Avenue Line at Bleecker Street)
BMT Nassau Street Line
	Essex Street		J ​Z F <F> (IND Sixth Artery Line)	M14A Select Bus Service Clockwise terminal for weekend trains.
Brooklyn
BMT Jamaica Line
	Marcy Artery		J Z ​	B44 Select Bus Service ⛴ NYC Ferry: East River Route (at South Tenth Street due west of Kent Artery)
	Hewes Street		J ​
	Lorimer Street		J ​
	Flushing Avenue		J ​	B15 bus to JFK Int'l Airport
	Myrtle Avenue–Broadway		J ​Z	Clockwise final for belatedly dark trains
BMT Myrtle Artery Line
	Fundamental Avenue
	Knickerbocker Artery
	Myrtle–Wyckoff Avenues		50 (BMT Canarsie Line)
Queens
	Seneca Artery
	Woods Avenue
	Fresh Pond Road
	Middle Village–Metropolitan Avenue

References [edit]

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External links [edit]

• MTA NYC Transit – M Sixth Avenue Local
• MTA Subway Time – Yard Railroad train
• "G Subway Timetable, Constructive November 8, 2020". Metropolitan Transportation Authority. Retrieved December 9, 2020.

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