Franklin Avenue Shuttle

The Franklin Avenue Shuttle is a New York City Subway shuttle service operating in Brooklyn. The shuttle service uses the BMT Franklin Avenue Line exclusively. The north terminus is Franklin Avenue, with a transfer available to the IND Fulton Street Line. The south terminus is Prospect Park, with a transfer available to the BMT Brighton Line. NYCT Rapid Transit Operations refer to it internally as the S or FS. Like the other two shuttles, the 42nd Street Shuttle in Manhattan and the Rockaway Park Shuttle in Queens, its route bullet is colored on route signs, station signs, rolling stock, and the official subway map.

The S started running along its current route in 1963, and it has had four stations since 1995. Consumers Park was closed in 1928 and replaced by the current Botanic Garden station five blocks to the north. There is a visible clearing at the former station location. Dean Street was closed in 1995 due to low paid fare entrance and fare beating.

The shuttle runs two 2-car train sets of R68 cars under One Person Train Operation with the motorman also being the conductor. The motorman will go to the opposite end to make another run at each terminal. The Northbound and Southbound trains usually pass each other at Botanic Garden, the only station on the line to use both tracks. This effectively leaves a passing loop for the Northbound train to leave Botanic Garden when the Southbound train arrives.

History

Early history

The current service is co-extensive with the BMT Franklin Avenue Line. It parallels Franklin Avenue, hence the shuttle's name (and the name of the line). It was originally a part of the mainline of the BMT Brighton Line and opened as part of that steam railroad line in 1878.

On November 1, 1918, a five-car wooden elevated train left the tracks and crashed into one of the new tunnel walls, killing at least 93. This accident, called the Malbone Street Wreck, was among the worst rapid transit disasters ever.

The mainline was shifted in 1920, with the opening of subway service connecting Prospect Park with the Manhattan Bridge; subway trains from Manhattan and elevated trains from Franklin Avenue began sharing operations to Coney Island. After the city gained ownership of the line in 1940, Brighton–Franklin (labelled 7 by the BMT) services gradually declined. A major blow to through service viability occurred in 1954 when the train of the IND Division was extended to Coney Island via the Culver Line, depriving the Franklin of a major source of transfer traffic, consisting of passengers from Harlem and the Bronx, who now had a more direct route to Coney Island.

Truncation

Brighton–Franklin express service ended in 1956, and the last thru service (Saturdays) ended in 1963 resulting in the 7 Franklin Avenue Line becoming a full-time shuttle. On November 1, 1965, when R27s started going into service, this service was named SS, and in 1985, when the practice of using double letters was eliminated, this service became the S. However, some trains from the 1960s to 1980s continued to use the BMT 7 signage.

On December 1, 1974, a southbound shuttle train of R32s was approaching the tunnel portal en route from Franklin Avenue when it derailed on the crossover at Empire Blvd. and smashed into the same place where BRT car 100 had hit in the Malbone Street Wreck. This derailment resulted in some injuries, with R32 car 3668 damaged beyond repair, but there were no reported fatalities, because time signals limit the speed of trains coming down the hill from Crown Heights.

Deterioration and renovation

In 1981, the MTA proposed abandoning the service under the failed Program for Action. At the time, only 10,000 passengers used the shuttle per day, and in addition, the Franklin Avenue Line was severely deteriorated. It was proposed that additional B48 bus service along nearby Franklin Avenue could substitute for the line. During the winter, the line would often be closed because there was fear that trains would derail. Stations were in horrible condition; portions of the wooden platforms were sealed off because they had burned or collapsed. In January 1982, the line needed to close for emergency repair work because a retaining wall along the line was in danger of collapse.

In the 1990's, the term "Ghost Train" was coined for the Shuttle due to its increasing deterioration. It was shrunk in size to only two cars, and the Dean Street station, which only had 50 paying riders per day, was closed in 1995 due to extensive fare evasion. The entire line was under consideration for abandonment, and community leaders were opposed to the move. They showed up to town hall meetings, news conferences and they sat down with transit officials. They also formed the Committee to Save the Franklin Avenue Shuttle. The coalition included the Straphangers Campaign, a local church, local community boards and the New York City Environmental Justice Alliance. They argued that subway station repair work occurred elsewhere, while no attention was paid to the Franklin Avenue Shuttle.

In the end they convinced the New York State Assembly to force the MTA to rebuild rather than abandon the line, and as a result most of the supporting infrastructure and stations were completely rehabilitated for 18 months, between July 1998 and October 1999 at a cost of $74 million. While the closure of the line started in July 1998, work began in September 1997. During the renovation, a temporary shuttle bus and the B48 bus replaced train service. The line reopened on October 18, 1999, three months ahead of schedule.

, the Franklin Avenue Shuttle is the most punctual train in the New York City Subway system with a 99.7 percent on-time average. The shuttle averages 20,000 riders per day.

Stations

For a more detailed station listing, see BMT Franklin Avenue Line.

Footnotes

References

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External links

Official websites:

MTA NYC Transit – Franklin Avenue Shuttle
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Fan sites:




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Franklin Avenue Shuttle
Railway services introduced in 1963