View source for BMT Jamaica Line

{{For|the BMT line under Broadway in Manhattan|BMT Broadway Line}}
{{Use mdy dates|date=November 2020}}
{{short description|New York City Subway line}}
{{Infobox rail line
| name = BMT Jamaica Line
| image = {{rint|nycs|J|size=50}} {{rint|nycs|M|size=50}} {{rint|nycs|Z|size=50}}
| image_width = 250
| caption = The {{NYCS|J}} and {{NYCS|Z}} trains serve the entire BMT Jamaica Line. The {{NYCS|M}} serves the line west of [[Myrtle Avenue (BMT Jamaica Line)|Myrtle Avenue]].
| type = [[Rapid transit]]
| system = [[New York City Subway]]
| start = [[Marcy Avenue (BMT Jamaica Line)|Marcy Avenue]]
| end = [[121st Street (BMT Jamaica Line)|121st Street]]
| stations = 22
| daily_ridership   = 66,532 (2023)<ref name="ridership">{{NYCS const|riderref|weekday}}</ref>
| open = 1885-1918
| owner = [[New York City|City of New York]]
| operator = [[New York City Transit Authority]]
| character = Elevated
| linelength =
| tracks = 2-3
| gauge = {{RailGauge|ussg}}
| electrification = [[Direct current traction|600V DC third rail]]
| map = {{BMT Jamaica Line|inline=1}}
| map_state = collapsed
}}
The '''BMT Jamaica Line''', also known as the '''Broadway - Brooklyn Line''', is an elevated [[rapid transit]] line of the [[B Division (New York City Subway)|B Division]] of the [[New York City Subway]] in [[Brooklyn]] and [[Queens]]. It runs from the [[Williamsburg Bridge]] southeast over Broadway to [[East New York, Brooklyn]], and then east over [[Fulton Street (Brooklyn)|Fulton Street]] and [[Jamaica Avenue]] to [[Jamaica, Queens]]. In western Jamaica, the line goes into a tunnel, becoming the lower level of the [[Archer Avenue lines]] in central Jamaica. The {{NYCS|J}} and {{NYCS|Z}} trains serve the entire length of the Jamaica Line, and the {{NYCS|M}} serves the line west of [[Myrtle Avenue (BMT Jamaica Line)|Myrtle Avenue]].

The longest elevated line in the system, the Jamaica Line includes the oldest existing elevated structure in the system – the original 1885 line of the [[Brooklyn Elevated Railroad]], the former [[BMT Lexington Avenue Line]] between [[Gates Avenue (BMT Jamaica Line)|Gates Avenue]] and [[Van Siclen Avenue (BMT Jamaica Line)|Van Siclen Avenue]] – as well as the newest elevated structure, the 1988 ramp into the Archer Avenue subway.

The [[Brooklyn–Manhattan Transit Corporation]] (BMT) originally operated the line with "westbound" trains heading toward Manhattan and "eastbound" trains heading toward Canarsie, Middle Village, or Jamaica, generally in agreement with compass direction. However, NYCT's [[railroad directions]], which are north and south, replaced the BMT's west and east railroad directions, respectively. This reclassification resulted in services which ran through the [[BMT Nassau Street Line]] to [[Downtown Brooklyn]] having two south ends. To eliminate any confusion, the directions of train services in the eastern division were switched, with trains running towards Jamaica being considered Northbound.<ref>The service table on the 1967 New York City Rapid Transit Map and Station Guide refers to southbound a.m. skip-stop service on the {{NYCS|JJ}} and {{NYCS|QJ}}.</ref><ref name="tracks">{{NYCS const|trackref|trackbook3}}</ref> The {{NYCS|KK}} (later [[K (Broadway Brooklyn Local)|K]]) and current {{NYCS|M}} services were an exception to this, with Jamaica, Broadway Junction, or Metropolitan Avenue remaining the south terminal, since they used the [[Chrystie Street Connection]] from the Jamaica Line to the [[IND Sixth Avenue Line]].

== Description ==
[[File:Marcy from Hewes BMT jeh.jpg|thumb|225px|Three tracks over Broadway|alt=]]
[[File:Jamaica BMT descending over 130 St jeh.jpg|thumb|225px|Elevated ramp to Archer Avenue|alt=]]

The Jamaica Line includes a variety of structures. The original BMT Jamaica Line started from [[Broadway Ferry|Broadway Ferry, Brooklyn]]. The line was two tracks, and connected with [[Marcy Avenue (BMT Jamaica Line)|Marcy Avenue]], from the west. This section, which was called the "Broadway Spur", has a short, but easily seen remnant (about one-half of a block in length, no tracks, just maintenance buildings) west and south of where the line curves toward the Williamsburg Bridge.<ref name="tracks" />

From Marcy Avenue to a point just before [[Alabama Avenue (BMT Jamaica Line)|Alabama Avenue]] the line operates on the structure of old [[elevated railway]]s, but substantially rebuilt and upgraded to a three-track line around 1916 under the [[Dual Contracts]] of 1913. The section between Gates Avenue and Van Siclen Avenue was completed in 1885 as part of the [[BMT Lexington Avenue Line]]. From Alabama Avenue to just before the current [[Cypress Hills (BMT Jamaica Line)|Cypress Hills]] station, the Jamaica Line operates on the oldest elevated structure in [[New York City]], a [[steel]]-reinforced [[cast iron]] line opened in 1893. East of [[Broadway Junction (New York City Subway)|Broadway Junction]], a third middle trackway exists and elevates over the other two tracks, ending just west of the Alabama Avenue station. This track was intended to be an express track,<ref>{{cite web|title=City Transit Unit Seeks 141 Million: Funds for Buses and BMT Cars Included in Budget|url=https://timesmachine.nytimes.com/timesmachine/1962/07/18/80416633.pdf|work=[[The New York Times]]|access-date=October 2, 2015|date=July 18, 1962}}</ref> but engineering studies completed after the work started indicated that the vibration of trains passing over the stations would be too severe and would literally shake the stations apart.

Between Crescent Street station and Cypress Hills, the line runs on an "S-curve", turning north from [[Fulton Street (Brooklyn)|Fulton Street]] onto Crescent Street, then east onto [[Jamaica Avenue]]. The curves are at nearly 90-degree angles, forcing trains to drastically reduce speed to 15 miles per hour in order to traverse them.<ref name="tracks" /><ref name=NYCDCP-BwayJctStudy-2008>{{cite web|title=Broadway Junction Transportation Study: NYC Department of City Planning Final Report-November 2008|url=http://www.nyc.gov/html/dcp/pdf/transportation/broadway_junction_complete.pdf|website=[[Government of New York City|nyc.gov]]|publisher=[[New York City Department of City Planning]]|access-date=October 27, 2015|date=November 2008|url-status=dead|archive-url=https://web.archive.org/web/20100606140932/http://www.nyc.gov/html/dcp/pdf/transportation/broadway_junction_complete.pdf|archive-date=June 6, 2010}}</ref><ref name="LeaderObserver-BMTJamaicaExp-Fear-Oct1958" /> The line east of Cypress Hills is known as the Jamaica Avenue Line, the newest section of the line which was built under the Dual Contracts. This structure has provisions on its entire length for three tracks,<ref name=168th/><ref name="BMTJamaicaExtPlan-1915">{{cite web|title=Construction of Foundations and Structure: Section 1, Jamaica Line|url=http://bmt-lines.com/wp-content/uploads/2010/11/jamaica.pdf|publisher=[[Rapid transit operations of the BRT and BMT|New York Municipal Railway Corporation]]|access-date=March 4, 2016|date=1915|url-status=dead|archive-url=https://web.archive.org/web/20160304093539/http://www.bmt-lines.com/wp-content/uploads/2010/11/jamaica.pdf|archive-date=March 4, 2016}}</ref><ref name="BRTReport-June-30-1912">{{cite web|title=Annual Report of the Brooklyn Rapid Transit Co. for The Year Ending June 30, 1912|url=http://bmt-lines.com/wp-content/uploads/2011/01/1912BRT.pdf|website=bmt-lines.com|publisher=[[Brooklyn Rapid Transit Company]]|access-date=March 4, 2016|date=June 30, 1912|url-status=dead|archive-url=https://web.archive.org/web/20161011225336/http://bmt-lines.com/wp-content/uploads/2011/01/1912BRT.pdf|archive-date=October 11, 2016}}</ref> but a center track was never built (see below), with the exception of a layup track at [[111th Street (BMT Jamaica Line)|111th Street]]<ref name="tracks" /> and another between 160th Street and 168th Street on the now-demolished original end of the line.

Four curves on the line, including the two on the Jamaica Avenue "S-curve", are among the 30 sharpest curves in the subway system. The curve west of Marcy Avenue has radii of {{convert|175|and|190|ft}} for Manhattan- and Queens-bound trains, respectively. The curve from Broadway Junction to Alabama Avenue has a radius of {{convert|175|ft}}. The curve east of Crescent Street has radii of {{convert|175|and|180|ft}} and the curve west of Cypress Hills has radii of {{convert|210|and|200|ft}}, both respectively for Manhattan- and Queens-bound trains.<ref name=NYCDCP-BwayJctStudy-2008/>{{rp|55}} As with other BMT Eastern Division lines, the Jamaica Line can only accommodate trains with eight {{convert|60|ft|m|adj=mid|-long}} or eight {{convert|67|ft|m|adj=mid|-long}} cars. Due to the narrow turning radiuses of the lines, {{convert|75|ft|m|-long|adj=mid}} cars ([[R44 (New York City Subway car)|R44]], [[R46 (New York City Subway car)|R46]], [[R68 (New York City Subway car)|R68]], [[R68A (New York City Subway car)|R68A]]) could not be used on the Eastern Division.<ref name=NYCDCP-BwayJctStudy-2008/>{{rp|57}}

{{clear left}}

==History==

[[File:Jamaica Ave., Jamaica, New York. LOC gsc.5a29450.jpg|thumb|The Jamaica Line seen in the 1940s|alt=]]

The Union Elevated Railroad, leased to the [[Brooklyn Elevated Railroad]], opened an elevated line above Broadway from [[Gates Avenue (BMT Jamaica Line)|Gates Avenue]] northwest to Driggs Avenue in [[Williamsburg, Brooklyn|Williamsburg]] on June 25, 1888.<ref name="Driggs">{{cite news|url=https://www.newspapers.com/image/50438588/|title=The Broadway Line Opened|date=June 25, 1888|work=[[Brooklyn Daily Eagle]]|access-date=February 18, 2018|location=[[Brooklyn|Brooklyn, NY]]|page=6}}</ref> This was a branch of the existing [[Lexington Avenue Elevated]], which then ended at [[Van Siclen Avenue (BMT Jamaica Line)|Van Siclen Avenue]]; Broadway trains ran between Driggs and Van Siclen Avenues.<ref name=":0">{{cite news|url=https://www.newspapers.com/image/50387599/|title=Trains Running This Morning|date=May 30, 1893|work=[[Brooklyn Daily Eagle]]|access-date=February 18, 2018|location=[[Brooklyn|Brooklyn, NY]]|page=10}}</ref> A popular [[free transfer (transport)|free transfer]] was available at Gates Avenue to Lexington Avenue trains towards [[Downtown Brooklyn]].<ref>{{cite news|url=https://www.newspapers.com/image/60727308/|title=Pushing the Road Along|date=July 20, 1888|work=[[Brooklyn Daily Eagle]]|access-date=February 18, 2018|location=[[Brooklyn|Brooklyn, NY]]|page=4}}</ref> The Broadway Elevated was extended to Broadway Ferry on July 14, 1888.<ref name="Ferry">{{cite news|url=https://www.newspapers.com/image/60726753/|title=When the Union Road will be Finished|date=July 13, 1888|work=[[Brooklyn Daily Eagle]]|access-date=February 18, 2018|location=[[Brooklyn|Brooklyn, NY]]|page=1}}</ref>

An extension of the Broadway Elevated east to [[Cypress Hills (BMT Jamaica Line)|Cypress Hills]], over Fulton Street and Crescent Street, opened on May 30, 1893,<ref name=":0" /> and the company extended both Lexington Avenue and Broadway trains to the new terminal.<ref name=":0" /> This extension incorporated portions of the recently demolished [[Park Avenue Elevated (Brooklyn)|Park Avenue Elevated]].<ref>{{cite news|url=https://www.newspapers.com/image/50387514/|title=Elevated Railroad Extensions|date=May 28, 1893|work=[[Brooklyn Daily Eagle]]|access-date=February 18, 2018|location=[[Brooklyn|Brooklyn, NY]]|page=16}}</ref> On May 30, 1903, a connection between the Broadway Elevated and trolley tracks was completed south of the Cypress Hills terminal. Known as the Cypress Hills Incline, it allowed trains to run to 168th Street in Jamaica via Jamaica Avenue. This service was discontinued on December 30, 1903, due to traffic congestion in Jamaica.<ref>{{Cite journal|last=Rogoff|first=Dave|date=April 1968|title=Crescent Street Incline|journal=New York Division Bulletin|publisher=Electric Railroaders' Association}}</ref>

A connection to the [[Williamsburg Bridge]] was established in 1908, rendering the two westernmost stations on the Broadway Ferry Branch obsolete. These two stations were closed on July 3, 1916. The eastern extension along [[Jamaica Avenue]] to [[168th Street (BMT Jamaica Line)|168th Street]] was opened on July 3, 1918.<ref name="168th" /><ref name="BMTReport-1918">{{cite web|title=Annual Report of the Brooklyn Rapid Transit Co. for The Year Ending June 30, 1918|url=http://www.bmt-lines.com/wp-content/uploads/2010/11/1918brtannual.pdf|website=bmt-lines.com|publisher=[[Brooklyn Rapid Transit Company]]|access-date=March 4, 2016|url-status=dead|archive-url=https://web.archive.org/web/20161010154105/http://www.bmt-lines.com/wp-content/uploads/2010/11/1918brtannual.pdf|archive-date=October 10, 2016}}</ref>

Joint service with the [[Long Island Rail Road]]'s [[Atlantic Branch]] existed between [[Norwood Avenue (BMT Jamaica Line)|Norwood Avenue]] and [[Crescent Street (BMT Jamaica Line)|Crescent Street]] stations with a connection built at Chestnut Street in Brooklyn. This allowed BRT trains to access the Rockaways and Manhattan Beach, while affording the LIRR a connection into Manhattan to the BRT terminal located at [[Park Row (BMT station)|Park Row]] over the [[Brooklyn Bridge]] (this service predated the opening of the [[East River Tunnels]] to [[Pennsylvania Station (New York City)|Penn Station]]). This service ended in 1917 when the [[United States Railroad Administration]] took over the LIRR, and classified different operating standards between rapid transit trains and regular heavy rail railroads such as the LIRR.<ref>{{Cite book|url=https://books.google.com/books?id=aN0hAAAAMAAJ&q=rockaways|title=ERA Headlights|date=1956|publisher=Electric Railroaders Association.|language=en}}</ref>{{Rp|59}} In Fiscal Year 1930, the platforms at Kosciuszko Street were lengthened to accommodate an eight-car train of [[AB Standard (New York City Subway car)|Standard]] subway cars.<ref>{{Cite book |last=New York (State). Transit Commission. |url=http://archive.org/details/annualreport1019newy |title=Tenth Annual Report, 1930 |date=1930 |publisher=Albany, N.Y. : J.B. Lyon Co. |others=Columbia University Libraries}}</ref>

[[File:Jamaica 144 St BMT powerhouse scar jeh.jpg|thumb|Power substation at 144th Place adjacent to a former section of the elevated tracks]]
By the time the [[Independent Subway System]] extended the [[IND Queens Boulevard Line|Queens Boulevard Line]] along Hillside Avenue in Jamaica in 1937, residents became dissatisfied with the Jamaica Elevated. Construction of the [[Archer Avenue Lines|Archer Avenue subway lines]] began in 1973. However, the city was hit by a major financial crisis during the mid-1970s delaying the completion and opening of the new line. Regardless of these circumstances and despite opposition from some area residents,<ref>{{Cite news|url=https://www.nytimes.com/1975/07/27/archives/proposal-to-end-jamaica-ave-el-at-queens-blvd-is-opposed.html|title=Proposal to End Jamaica Ave. El at Queens Blvd. Is Opposed|last=Fowler|first=Glenn|date=July 27, 1975|newspaper=The New York Times|issn=0362-4331|access-date=August 4, 2016}}</ref> the three easternmost stations ([[Sutphin Boulevard (BMT Jamaica Line)|Sutphin Boulevard]], [[160th Street (BMT Jamaica Line)|160th Street]], and [[168th Street (BMT Jamaica Line)|168th Street]]) were closed on September 10, 1977,<ref>{{Cite book|url=https://books.google.com/books?id=Fg4KAQAAMAAJ&q=Bronx|title=A History of the New York City Subway System|last1=Cunningham|first1=Joseph|last2=DeHart|first2=Leonard O.|date=January 1, 1993|publisher=J. Schmidt, R. Giglio, and K. Lang|language=en}}</ref> with most of that segment of the line being demolished by 1979.<ref>{{cite news|last1=Breslin|first1=Rosemary|title=After a Long Slide, Hope For Jamaica|url=https://www.nytimes.com/1983/05/22/realestate/after-a-long-slide-hope-for-jamaica.html?pagewanted=all|access-date=June 8, 2017|agency=NY Times|publisher=NY Times|date=May 22, 1983}}</ref> The two other stations west of that point ([[Metropolitan Avenue (BMT Jamaica Line)|Metropolitan Avenue]] and [[Queens Boulevard (BMT Jamaica Line)|Queens Boulevard]]) were closed in 1985, with the line there being demolished in 1990. The Archer Avenue subway was opened in 1988. Two remnants of the former Jamaica El in Jamaica itself still exist today: the 144th Place power substation, which is now used for the Archer Avenue subway, and the station house and tower for 168th Street, which can be found on the southeast corner of Jamaica Avenue and 165th Street and is now used as a Boston Market restaurant. <ref>{{cite web |url=https://www.google.com/maps/@40.7053482,-73.7948357,3a,75y,82.84h,119.04t/data=!3m7!1e1!3m5!1s5GkJProyFO_aY7LiGXpIzw!2e0!5s20180701T000000!7i13312!8i6656 |title = Google Maps}}</ref>

In 1986, the [[New York City Transit Authority]] launched a study to determine whether to close 79 stations on 11 routes, including the segment of the Jamaica Line east of Crescent Street, due to low ridership and high repair costs.<ref name="Brooke 1986 p781">{{cite web |last=Brooke |first=James |date=April 29, 1986 |title=Subway Aides to Weigh Cuts on 11 Routes |url=https://www.nytimes.com/1986/04/29/nyregion/subway-aides-to-weigh-cuts-on-11-routes.html |access-date=January 25, 2024 |website=The New York Times}}</ref><ref name="n139526241">{{Cite news |last=Gordy |first=Margaret |date=1986-04-29 |title=MTA Studies Citywide Cuts in Subway Lines, Stations |url=https://www.newspapers.com/article/newsday-mta-studies-citywide-cuts-in-sub/139526241/ |access-date=2024-01-25 |work=Newsday |pages=3, [https://www.newspapers.com/article/newsday-mta-studies-citywide-cuts-in-sub/139526291/ 27]}}</ref> Numerous figures, including New York City Council member [[Carol Greitzer]], criticized the plans.<ref name="n139526241" /><ref name="Finder 1986 j495">{{cite web |last=Finder |first=Alan |last2=Connelly |first2=Mary |date=May 4, 1986 |title=The Region; On Shrinking The Subways |url=https://www.nytimes.com/1986/05/04/weekinreview/the-region-on-shrinking-the-subways.html |access-date=January 25, 2024 |website=The New York Times}}</ref>

===Eastern Jamaica Line third track proposals===
On July 7, 1934, the Transit Commission ordered that the BMT construct a transformer in Woodhaven at 77th Street, which would provide more power, and therefore it would allow the construction of a third track on the Jamaica El.<ref>{{Cite news|url=http://fultonhistory.com/highlighter/highlight-for-xml?altUrl=http%3A%2F%2Fwww.fultonhistory.com%2FNewspaper%252014%2FJamaica%2520NY%2520Long%2520Island%2520Daily%2520Press%2FJamaica%2520NY%2520Long%2520Island%2520Daily%2520Press%25201934%2FJamaica%2520NY%2520Long%2520Island%2520Daily%2520Press%25201934%2520-%25203817.pdf&highlightsFile=http%3A%2F%2Fwww.fultonhistory.com%2Fhighlighter%2Fhits%2F7d10adffcef6d08c1d9aabc35b198551#page=1|title=Express 'L' Service to 168th Street Looms: Transformer Ordered at 77th Street: New Stream-Lined Cars Will Appear on Jamaica Line|date=July 7, 1934|newspaper=The Press Service Page|access-date=July 27, 2016|via=Fulton History}}</ref>

In 1958, the [[New York City Transit Authority]] first proposed the installation of a third track on the Jamaica El to provide peak-direction express service.<ref name=":3">{{Cite news|url=http://fultonhistory.com/highlighter/highlight-for-xml?altUrl=http%3A%2F%2Fwww.fultonhistory.com%2FNewspapers%252023%2FForest%2520Parkway%2520NY%2520Leader%2520Observer%2FForest%2520Parkway%2520NY%2520Leader%2520Observer%25201961-1963%2FForest%2520Parkway%2520NY%2520Leader%2520Observer%25201961-1963%2520-%25200699.pdf&highlightsFile=http%3A%2F%2Fwww.fultonhistory.com%2Fhighlighter%2Fhits%2F1b5b3648cb556fba8ed61e9eadbbe81e#page=1|title=Third Tracking of Jamaica Avenue "L" Called a Disgrace: Grey Calls Proposal 'Unnecessary Unwarranted Renovation of Antiquated Elevated Structure'; City Planning Commission Has Repeatedly Turned Down the Plan|date=August 16, 1962|newspaper=The Leader–Observer|access-date=July 27, 2016|via=Fulton History}}</ref> The 1958 plan would have eliminated two tight right-angle curves of the Crescent Street "S-curve" between the Jamaica Avenue and Fulton Street portions of the route, by building a new elevated structure that would run diagonally from 80th Street to about Grant or Nichols Avenues, just east of Crescent Street. A 50- to 75-foot-wide right-of-way would have been needed, and since the line would have cut diagonally across several streets, 75 homes were slated to be torn down. Since the new elevated structure would take a more direct route, some local stations would be eliminated. The stops at [[Cypress Hills (BMT Jamaica Line)|Cypress Hills]] and [[75th Street – Elderts Lane (BMT Jamaica Line)|Elderts Lane]] would have been eliminated, and a new stop replacing them would have been built around 75th Street and either [[Rockaway Boulevard]] or 91st Avenue. As part of the 1959 capital budget of the Transit Authority, $25.25 million was allocated for the construction of a third track on the Jamaica Elevated from [[160th Street (BMT Jamaica Line)|160th Street]] to [[Alabama Avenue (BMT Jamaica Line)|Alabama Avenue]]. The stations from Alabama Avenue to and including [[Crescent Street (BMT Jamaica Line)|Crescent Street]] are: Alabama Avenue, [[Van Siclen Avenue (BMT Jamaica Line)|Van Siclen Avenue]], [[Cleveland Street (BMT Jamaica Line)|Cleveland Street]], [[Norwood Avenue (BMT Jamaica Line)|Norwood Avenue]] and Crescent Street. All of these stations have center island platforms; to allow for the construction of a third track, the current platforms would have been demolished and replaced with side platforms. The Alabama Avenue and Van Siclen Avenue stops would be replaced by one stop in between the two stations to allow for better spacing, {{convert|0.5|mi|km}}, between stations. The Cleveland Street station would have been replaced with a new station west of the existing station. The Norwood Avenue and Crescent Street stations would have been replaced by a single station between the two stations.<ref name="LeaderObserver-BMTJamaicaExp-Fear-Oct1958">{{Cite news|url=http://fultonhistory.com/highlighter/highlight-for-xml?altUrl=http%3A%2F%2Fwww.fultonhistory.com%2FNewspapers%252023%2FForest%2520Parkway%2520NY%2520Leader%2520Observer%2FForest%2520Parkway%2520NY%2520Leader%2520Observer%25201958-1960%2FForest%2520Parkway%2520NY%2520Leader%2520Observer%25201958-1960%2520-%25200313.pdf&highlightsFile=http%3A%2F%2Fwww.fultonhistory.com%2Fhighlighter%2Fhits%2Fcfeba0ca27f279d82919095085c0e9a4#page=1|title=Woodhavenites Fear Loss of Homes by El Improvement: Residents Clamor for Facts About City's Plan to Build El Structure Through Heart of Community; Official Statement Released by Transit Authority|date=October 2, 1958|newspaper=The Leader–Observer|access-date=July 27, 2016|via=Fulton History}}</ref> One alternative that would not have required the demolition of homes would have entailed replacing the elevated structure between [[Eastern Parkway (BMT Jamaica Line)|Eastern Parkway]] and Cypress Hills with a new structure above Jamaica Avenue, with new stops built.<ref>{{Cite news|url=http://fultonhistory.com/highlighter/highlight-for-xml?altUrl=http%3A%2F%2Fwww.fultonhistory.com%2FNewspapers%252023%2FForest%2520Parkway%2520NY%2520Leader%2520Observer%2FForest%2520Parkway%2520NY%2520Leader%2520Observer%25201958-1960%2FForest%2520Parkway%2520NY%2520Leader%2520Observer%25201958-1960%2520-%25200332.pdf&highlightsFile=http%3A%2F%2Fwww.fultonhistory.com%2Fhighlighter%2Fhits%2F968faa86f4a8b462c4a9557a683fa993#page=1|title=Is It For Real?|date=October 16, 1958|newspaper=The Leader–Observer|access-date=July 27, 2016|via=Fulton History}}</ref>

[[File:111_Street_J_vc.jpg|thumb|[[111th Street (BMT Jamaica Line)|111th Street]], the only station on the Jamaica Line east of Broadway Junction with three tracks]]

On October 9, 1958, because of a lack of funds and because of community opposition, the City Planning Commission removed the project from the capital outlay budget.<ref>{{Cite news|url=http://fultonhistory.com/highlighter/highlight-for-xml?altUrl=http%3A%2F%2Fwww.fultonhistory.com%2FNewspapers%252023%2FForest%2520Parkway%2520NY%2520Leader%2520Observer%2FForest%2520Parkway%2520NY%2520Leader%2520Observer%25201958-1960%2FForest%2520Parkway%2520NY%2520Leader%2520Observer%25201958-1960%2520-%25200321.pdf&highlightsFile=http%3A%2F%2Fwww.fultonhistory.com%2Fhighlighter%2Fhits%2Fdd1d6395e55de5680b2c20a0752151ab#page=1|title=Lack of Funds Kills Unwanted El Project: City Planning Commission Removes Item From Next Year's Capital Budget; Local Residents Rejoice on Hearing Homes Will Not Be Taken|date=October 9, 1958|newspaper=The Leader–Observer|access-date=July 27, 2016|via=Fulton History}}</ref> On July 14, 1959, the third-track project was put into the New York City Transit Authority's 1960 budget.<ref>{{Cite news|url=http://fultonhistory.com/highlighter/highlight-for-xml?altUrl=http%3A%2F%2Fwww.fultonhistory.com%2FNewspaper%252024%2FNew%2520York%2520NY%2520The%2520World%2520Telgram%2520and%2520Sun%2FNew%2520York%2520NY%2520The%2520World%2520Telgram%2520and%2520Sun%25201959%2FNew%2520York%2520NY%2520The%2520World%2520Telgram%2520and%2520Sun%25201959%2520-%25201283.pdf&highlightsFile=http%3A%2F%2Fwww.fultonhistory.com%2Fhighlighter%2Fhits%2Ff55d6701a3d32593109a0d6c79298f4e#page=1|title=Cashmore Again Hits BMT Plan|last=Fitzergerald|first=Owen|date=July 15, 1959|newspaper=New York World–Telegram|access-date=July 27, 2016|via=Fulton History}}</ref> On August 18, 1959, the New York City Transit Authority through an appeal made by the Authority's chairman, Patterson, tried to obtain approval from the City Planning Commission for a $27 million project to construct a third track on the BMT Jamaica Line. The installation of the third track would have attracted passengers from the overcrowded [[IND Queens Boulevard Line]], as there would be significant time savings between [[168th Street (BMT Jamaica Line)|168th Street]] and [[Marcy Avenue (BMT Jamaica Line)|Marcy Avenue]]. The Planning Commission killed the plan in the prior year, because of insufficient evidence that there was a need for such a project.<ref>{{Cite news|url=http://fultonhistory.com/highlighter/highlight-for-xml?altUrl=http%3A%2F%2Fwww.fultonhistory.com%2FNewspapers%252023%2FForest%2520Parkway%2520NY%2520Leader%2520Observer%2FForest%2520Parkway%2520NY%2520Leader%2520Observer%25201958-1960%2FForest%2520Parkway%2520NY%2520Leader%2520Observer%25201958-1960%2520-%25200713.pdf&highlightsFile=http%3A%2F%2Fwww.fultonhistory.com%2Fhighlighter%2Fhits%2F5d712364a97d149de83d0cc9efb18ad9#page=1|title=Patterson Asks Third Track El Construction: Personal Appearance Lends Weight to Bid Before Commission|date=August 20, 1959|newspaper=The Leader–Observer|access-date=July 27, 2016|via=Fulton History}}</ref>

On June 18, 1959, skip-stop service was implemented on the Jamaica El, with trains stopping at alternate stations between 168th Street and Eastern Parkway with the hope of enticing riders from the IND Queens Boulevard Line to use the new skip-stop service. If skip-stop service was a success, the Transit Authority would have shelved the triple-tracking project.<ref>{{Cite news|url=http://fultonhistory.com/highlighter/highlight-for-xml?altUrl=http%3A%2F%2Fwww.fultonhistory.com%2FNewspaper%252024%2FNew%2520York%2520NY%2520The%2520World%2520Telgram%2520and%2520Sun%2FNew%2520York%2520NY%2520The%2520World%2520Telgram%2520and%2520Sun%25201959%2FNew%2520York%2520NY%2520The%2520World%2520Telgram%2520and%2520Sun%25201959%2520-%25201535.pdf&highlightsFile=http%3A%2F%2Fwww.fultonhistory.com%2Fhighlighter%2Fhits%2F8db030e73c1af26258b7e5a02605dc5f#page=1|title=BMT 3rd Track Plan May Be Abandoned|date=August 26, 1959|newspaper=New York World Telegram and Sun|access-date=July 27, 2016|via=Fulton History}}</ref>

The project, as it was planned in 1962, would have necessitated the condemnation of about 200 homes and would have cost $35 million. The only express stop between [[168th Street (BMT Jamaica Line)|168th Street]] and Eastern Parkway would have been [[Woodhaven Boulevard (BMT Jamaica Line)|Woodhaven Boulevard]], which would have needed to be reconstructed to allow for express platforms to be built.<ref name=":3" /> The project had serious community opposition, with the district leader of the 13th Assembly District, Arthur A. Gray, saying that the project was "an unnecessary and unwarranted renovation of an antiquated elevated structure in which the transportation needs of our community are sacrificed for the convenience of the many Nassau residents who board the line at its Jamaica terminus." The project was thought as becoming worthless in a few years, as Jamaica was planned to become a big shopping center, and therefore, the el would have had to come down. Suggestions were made to raze the elevated in this section to allow for a shopping mall in Woodhaven.<ref name=":3" /> The City Planning Commission continued to oppose the project on the grounds of the "inadequacies of the project".<ref name=":3" />

The NYCTA once again requested for funds for the third-tracking of the Jamaica Line for its 1965–1966 fiscal year. This time the projected cost would have been reduced to $16.45 million.<ref>{{Cite news|url=https://www.nytimes.com/1964/09/11/transit-agency-asks-134895000.html|title=TRANSIT AGENCY ASKS $134,895,000|last=Illson|first=Murray|date=September 11, 1964|newspaper=The New York Times|issn=0362-4331|access-date=October 7, 2016}}</ref> In November 1967, [[William Ronan]], chairman of the Metropolitan Commuter Transportation Authority, and later the chairman of the Metropolitan Transportation Authority, suggested that money from a transportation bond issue could have paid for the installment of the third track on the line.<ref>{{Cite news|url=https://www.nytimes.com/1967/11/27/archives/state-bonds-due-to-help-city-transit-expansion-envisioned.html|title=State Bonds Due to Help City Transit; Expansion Envisioned|date=November 27, 1967|newspaper=The New York Times|issn=0362-4331|access-date=October 7, 2016}}</ref>
{{clear left}}

==Service patterns==
The following services use part or all of the BMT Jamaica Line:<ref>{{NYCS const|serviceguide}}</ref>
{|class="wikitable"
!rowspan=2|&nbsp;
!colspan=4|Time period
!rowspan=2|Section of line
|-
!Rush hours
!Middays
!Evenings<br>and weekends
!Late nights
|-
|width=30|{{rint|newyork|J}}
|rowspan=2|
* express west of Myrtle Avenue in peak direction
* skip-stop east of Myrtle Avenue
|express west of Myrtle Avenue in peak direction, local elsewhere
|align=center colspan=2|all stops
|rowspan=2|entire line
|-
|{{rint|newyork|Z}}
|align=center colspan=3|no service
|-
|{{rint|newyork|M}}
|align=center colspan=3|local
|align=center|Myrtle Avenue only
|west of Myrtle Avenue
|}
The line has had two major service patterns: the [[BMT 14|14]] Broadway (Brooklyn) Line (earlier called the [[Canarsie Line]], before that line was connected to the [[14th Street Line (BMT)|14th Street Line]]) and the [[BMT 15|15]] Jamaica Line. Eventually, the 14 became the KK (which became the K in 1974) and the 15 the J; the K was eliminated in 1976. The Z was introduced in 1988 to provide [[skip-stop]] service with the J, using the same pattern that the 14/K and 15/J formerly used in multiple instances throughout their history.

==Nomenclature==
From its acquisition by the BRT to and beyond city ownership in 1940, the portion of the line from its western terminus to Cypress Hills was known as the Broadway El or the Broadway-Brooklyn Line, to distinguish from the underground [[BMT Broadway Line|Broadway-Manhattan Line]]. Beyond that point it was known as the Jamaica Avenue El or the Jamaica Line. Subsequent to city takeover, the dividing line between the Broadway and Jamaica Avenue Lines was often considered to be the more westerly station at Eastern Parkway, now known as Broadway Junction.

Since the discontinuance of separate Broadway-Brooklyn services, the entire line is now known as the Jamaica Line.

==Station listing==
{{NYCS service legend
| alltimes        = show
| allexceptrush   = show
| allexceptnights = show
| weekdaysonly    = show
| rushpeak        = show
}}
{| class="wikitable"
!Neighborhood<br />(approximate)
!{{Access icon}}
!Station
!Tracks
!Services
!Opened
!Transfers and notes
|-
| align=center colspan=7 | '''[[Queens]]'''
|-
|rowspan=6|[[Jamaica, Queens|Jamaica]]
!colspan=6|Demolished section of original line
|-
|
|style="background-color: silver;"|{{stl|NYCS|168th Street|Jamaica}}
|
|
|July 3, 1918<ref name=168th>
* [[The New York Times]], [https://timesmachine.nytimes.com/timesmachine/1918/07/07/98268801.pdf New Subway Line: Affords a Five-Cent Fare Between Manhattan and Jamaica, L.I.], July 7, 1918, page 30
* {{cite news|title=OPEN NEW SUBWAY TO REGULAR TRAFFIC; First Train on Seventh Avenue Line Carries Mayor and Other Officials ... New Extensions of Elevated Railroad Service ... Currents of Travel to Change|url=https://www.nytimes.com/1918/07/02/archives/open-new-subway-to-regular-traffic-first-train-on-seventh-avenue.html|access-date=April 23, 2015|issue=July 2, 1918|work=The New York TimesCompany|date=July 2, 1918}}
* {{cite news|title='L' Trains Now Run Through to Jamaica|url=http://fultonhistory.com/Newspapers%2023/Forest%20Parkway%20NY%20Leader%20Observer/Forest%20Parkway%20NY%20Leader%20Observer%201918-1920/Forest%20Parkway%20NY%20Leader%20Observer%201918-1920%20-%200213.pdf|access-date=April 23, 2015|issue=July 4, 1918|publisher=Leader Observer (Queens/Brooklyn, NY)|date=July 4, 1918}}{{dead link|date=October 2016 |bot=InternetArchiveBot |fix-attempted=yes }}
* {{cite book|title=Report of the Public Service Commission for the First District of the State of New York, Volume 1|date=January 10, 1919|publisher=New York State Public Service Commission|pages=61,71,285,286|url=https://books.google.com/books?id=sXhCAQAAMAAJ&q=%2B%22Report+of+the+Public+Service+Commission%22+%2B%22First+District+of+the+State+of+New+York%22+%2B%22Volume+1%22+%2B%22ending+December+31,+1918%22&pg=PA7|access-date=April 23, 2015}}</ref>
|Closed September 10, 1977,<ref name=NYTImes-BMTJamaica-Sentimental-1977>{{cite web|last1=Dembart|first1=Lee|title=A Sentimental Journey on the BMT...|url=https://timesmachine.nytimes.com/timesmachine/1977/09/09/75756028.pdf|work=[[The New York Times]]|access-date=July 2, 2015|date=September 9, 1977}}</ref> replaced by Q49 bus. Bus abandoned December 11, 1988.
|-
|
|style="background-color: silver;"|{{stl|NYCS|160th Street}}
|
|
|July 3, 1918<ref name=168th/>
|Closed September 10, 1977,<ref name=removed-168th>Lee Dembart, ''[[The New York Times]]'', [https://select.nytimes.com/gst/abstract.html?res=FB0D16F8385A167493CBA91782D85F438785F9 A Sentimental Journey on the BMT], September 9, 1977, page 61</ref> replaced by Q49 bus. Bus abandoned December 11, 1988.
|-
|
|style="background-color: silver;"|{{stl|NYCS|Sutphin Boulevard|Jamaica}}
|
|
|July 3, 1918<ref name=168th/>
|Closed September 10, 1977,<ref name=removed-168th/> replaced by Q49 bus. Bus abandoned December 11, 1988.
|-
|
|style="background-color: silver;"|{{stl|NYCS|Queens Boulevard}}
|
|
|July 3, 1918<ref name=168th/>
|Closed April 15, 1985,<ref>{{cite web|url=http://www.nycsubway.org/perl/stations?192:2416|title=www.nycsubway.org}}</ref> replaced by Q49 bus. Bus abandoned December 11, 1988.
|-
|
|style="background-color: silver;"|{{stl|NYCS|Metropolitan Avenue|Jamaica}}
|
|
|July 3, 1918<ref name=168th/>
|Closed April 15, 1985,<ref>{{cite web|url=http://www.nycsubway.org/perl/stations?192:3239|title=www.nycsubway.org}}</ref> replaced by Q49 bus. Bus abandoned December 11, 1988.
|-
|colspan=7|&nbsp;
|-
!colspan=7 style="background-color: silver;"|Begins as continuation of [[Archer Avenue Line|BMT Archer Avenue Line]] ({{NYCS Archer lower|time=show}})
|-
|rowspan=3|[[Richmond Hill, Queens|Richmond Hill]]
|
|{{stl|NYCS|121st Street}}
|all
|{{NYCS Jamaica east Z|time=show}}
|July 3, 1918<ref name=168th/>
|[[Q10 (New York City bus)|Q10]] bus to [[JFK Airport]]
|-
|
|{{stl|NYCS|111th Street|Jamaica}}
|all
|{{NYCS Jamaica east J|time=show}}
|May 28, 1917<ref name=111th>
* {{cite news|title=TO OPEN JAMAICA AV. LINE.; Nearly Two and a Half Miles Ready for Operation Tonight|url=https://www.nytimes.com/1917/05/27/archives/to-open-jamaica-av-line-nearly-two-and-a-half-miles-ready-for.html|access-date=April 21, 2015|issue=May 27, 1917|pages=24|work=The New York TimesCompany|date=May 27, 1917}}
* {{cite news|title=Jamaica Avenue 'L' is an Old Story Already|url=http://fultonhistory.com/Newspapers%2023/Forest%20Parkway%20NY%20Leader%20Observer/Forest%20Parkway%20NY%20Leader%20Observer%201913-1917/Forest%20Parkway%20NY%20Leader%20Observer%201913-1917%20-%201038.pdf|access-date=April 20, 2015|issue=May 31, 1917|pages=1|publisher=Leader Observer (Queens/Brooklyn, NY)|date=May 31, 1917}}{{dead link|date=October 2016 |bot=InternetArchiveBot |fix-attempted=yes }}
* {{cite book|title=Report of the Public Service Commission for the First District of the State of New York, Volume 1|date=January 15, 1918|publisher=New York State Public Service Commission|pages=73, 81, 312–314|url=https://books.google.com/books?id=C39CAQAAMAAJ&q=%2B%22cliffside+avenue%22+%2B%22jamaica%22&pg=PA81|access-date=April 20, 2015}}</ref>
|
|-
|
|{{stl|NYCS|104th Street|Jamaica}}
|all
|{{NYCS Jamaica east Z|time=show}}
|May 28, 1917<ref name=111th/>
|Earlier 102nd Street
|-
|rowspan=3|[[Woodhaven, Queens|Woodhaven]]
|
|{{stl|NYCS|Woodhaven Boulevard|Jamaica}}
|all
|{{NYCS Jamaica east|time=show}}
|May 28, 1917<ref name=111th/>
| [[Woodhaven and Cross Bay Boulevards buses|Q52/Q53 Select Bus Service]]
|-
|
|nowrap|{{stl|NYCS|85th Street–Forest Parkway}}
|all
|{{NYCS Jamaica east J|time=show}}
|May 28, 1917<ref name=111th/>
|Earlier Forest Parkway<br/>Jamaica Center-bound trains will not stop here because of renovations until early 2025.
|-
|
|{{stl|NYCS|75th Street–Elderts Lane}}
|all
|{{NYCS Jamaica east Z|time=show}}
|May 28, 1917<ref name=111th/>
|Earlier Elderts Lane
|-
| align=center colspan=7 | '''[[Brooklyn]]'''
|-
|rowspan=4|[[Cypress Hills, Brooklyn|Cypress Hills]]
|
|{{stl|NYCS|Cypress Hills}}
|all
|{{NYCS Jamaica east J|time=show}}
|May 30, 1893<ref name=":0" />
| Jamaica Center-bound trains will not stop here because of renovations until early 2025.
|-
|
|{{stl|NYCS|Crescent Street}}
|all
|{{NYCS Jamaica east|time=show}}
|May 30, 1893<ref name=":0" />
|
|-
|
|{{stl|NYCS|Norwood Avenue}}
|all
|{{NYCS Jamaica east Z|time=show}}
|May 30, 1893<ref name=":0" />
|
|-
|
|{{stl|NYCS|Cleveland Street}}
|all
|{{NYCS Jamaica east J|time=show}}
|May 30, 1893<ref name=":0" />
|Earlier Cleveland Avenue
|-
|rowspan=6|[[East New York, Brooklyn|East New York]]
|
|{{stl|NYCS|Van Siclen Avenue|Jamaica}}
|all
|{{NYCS Jamaica east Z|time=show}}
|December 3, 1885<ref name="Van Siclen">{{cite news|work=[[Brooklyn Daily Eagle]]|location=[[Brooklyn|Brooklyn, NY]]|title=Finished at Last|date=December 3, 1885|page=4}}</ref>
|
|-
|
|{{stl|NYCS|Alabama Avenue}}
|all
|{{NYCS Jamaica east|time=show}}
|September 5, 1885
<ref name="Alabama2">{{cite news|url=https://www.newspapers.com/image/50405953/|title=Still Extending Its Lines|date=September 5, 1885|work=[[Brooklyn Daily Eagle]]|access-date=February 18, 2018|location=[[Brooklyn|Brooklyn, NY]]|page=6}}</ref>
|
|-
!colspan=6 style="background-color: silver;"|Connecting tracks to [[East New York Yard]]
|-
!colspan=6 style="background-color: silver;"|Center express track begins ({{NYCS Jamaica center express|time=show}})
|-
!colspan=6 style="background-color: silver;"|Merge to local tracks with connection from [[BMT Canarsie Line]] ({{NYCS Jamaica-Canarsie|time=show}})
|-
|
|{{stl|NYCS|Broadway Junction|Jamaica}}
|all
|{{NYCS Jamaica center|time=show}}
|June 14, 1885
<ref name="MBC2">{{cite news|url=https://www.newspapers.com/image/50427251/|title=East New York|date=June 13, 1885|work=[[Brooklyn Daily Eagle]]|access-date=February 18, 2018|location=[[Brooklyn|Brooklyn, NY]]|page=6}}</ref>
|{{NYCS Fulton|time=show}} ([[IND Fulton Street Line]])<br>{{NYCS Canarsie|time=show}} ([[BMT Canarsie Line]])<br>Connection to [[Long Island Rail Road|LIRR]] at {{stl|LIRR|East New York}}<br>Earlier Manhattan Beach Crossing or Manhattan Junction or Eastern Parkway
|-
!colspan=7 style="background-color: silver;"|Connecting track to [[East New York Yard]]
|-
|rowspan=7|[[Bedford–Stuyvesant, Brooklyn|Bedford–Stuyvesant]]/<br />[[Bushwick, Brooklyn|Bushwick]]
|
|{{stl|NYCS|Chauncey Street}}
|local
|{{NYCS Jamaica center Z|time=show}}
|July 18, 1885<ref name="Chauncey">{{cite news|url=https://www.newspapers.com/image/50405355/|title=A New Station Opened|date=July 18, 1885|work=[[Brooklyn Daily Eagle]]|access-date=February 18, 2018|location=[[Brooklyn|Brooklyn, NY]]|page=4}}</ref>
|
|-
|
|{{stl|NYCS|Halsey Street|Jamaica}}
|local
|{{NYCS Jamaica center J|time=show}}
|August 19, 1885<ref>{{cite news|url=https://www.newspapers.com/image/50405675/|title=Halsey Street Station Opened|date=August 19, 1885|work=[[Brooklyn Daily Eagle]]|access-date=February 18, 2018|location=[[Brooklyn|Brooklyn, NY]]|page=4}}</ref>
|
|-
|
|{{stl|NYCS|Gates Avenue}}
|local
|{{NYCS Jamaica center Z|time=show}}
|May 13, 1885<ref name="Gates">{{cite news|url=https://www.newspapers.com/image/50426818/|title=Done at Last|date=May 13, 1885|work=[[Brooklyn Daily Eagle]]|access-date=February 18, 2018|location=[[Brooklyn|Brooklyn, NY]]|page=1}}</ref>
|
|-
|
|{{stl|NYCS|Kosciuszko Street}}
|local
|{{NYCS Jamaica center J|time=show}}
|June 25, 1888<ref name=Driggs/>
| [[B46 SBS (New York City bus)|B46 Select Bus Service]]
|-
!colspan=6 style="background-color: silver;"|Merge from [[BMT Myrtle Avenue Line]] ({{NYCS Myrtle south|time=show}})
|-
|
|{{stl|NYCS|Myrtle Avenue|Jamaica}}
|all
|nowrap|{{NYCS Jamaica Myrtle|time=show}}
|June 25, 1888<ref name=Driggs/>
|originally at Stuyvesant Avenue, moved for the [[Myrtle Avenue Elevated]] transfer by April 1889<ref>{{cite web|url=https://www.newspapers.com/image/50455444/?terms=it%2Breaches%2Bbroadway|title=Brooklyn Daily Eagle: It Reaches Broadway (April 5, 1889)|work=bklyn.newspapers.com}}</ref>
|-
|
|style="background-color: silver;"|{{stl|NYCS|Park Avenue}}
|
|
|June 25, 1888<ref name=Driggs/>
|Closed June 5, 1916
|-
|rowspan=6|[[Williamsburg, Brooklyn|Williamsburg]]
|{{Access icon}}
|{{stl|NYCS|Flushing Avenue|Jamaica}}
|local
|{{NYCS Jamaica west local|time=show}}
|June 25, 1888<ref name=Driggs/>
| [[B15 (New York City bus)|B15]] bus to [[John F. Kennedy International Airport|JFK Int'l Airport]]
|-
|
|{{stl|NYCS|Lorimer Street|Jamaica}}
|local
|{{NYCS Jamaica west local|time=show}}
|June 25, 1888<ref name=Driggs/>
|
|-
|
|{{stl|NYCS|Hewes Street}}
|local
|{{NYCS Jamaica west local|time=show}}
|June 25, 1888<ref name=Driggs/>
|
|-
!colspan=6 style="background-color: silver;"|Crossovers to local tracks ({{NYCS Jamaica west express|time=show}})
|-
|{{Access icon}}
|{{stl|NYCS|Marcy Avenue}}
|local
|{{NYCS Williamsburg|time=show}}
|June 25, 1888{{Citation needed|date=March 2007}}<!--<ref name=Driggs-2>{{cite news|work=[[Brooklyn Daily Eagle]]|location=[[Brooklyn|Brooklyn, NY]]|title=Getting Ready for Extension|date=June 22, 1888|page=6}}</ref> says that all the stations but Broadway Ferry were ready to open, but I haven't found anything saying what those stations were-->
|[[B44 SBS (New York City bus)|B44 SBS]]
|-
!colspan=6 style="background-color: silver;"|Center express track ends as stub within Marcy Ave station
|-
!colspan=7 style="background-color: silver;"|Continues over [[Williamsburg Bridge]] and becomes the [[BMT Nassau Street Line]] ({{NYCS Williamsburg|time=show}})
|-
|colspan=7|&nbsp;
|-
|rowspan=3|[[Williamsburg, Brooklyn|Williamsburg]]
!colspan=6 style="background-color: silver;"|Demolished section of original line
|-
|
|style="background-color: silver;"|{{stl|NYCS|Driggs Avenue}}
|
|
|June 25, 1888<ref name=Driggs/>
|Closed July 3, 1916<ref name="BMT Lines 1939">BMT Lines: Brooklyn Manhattan Transit: A History as Seen Through the Company's Maps, Guides and other Documents: 1923-1939," by James Poulous</ref>
|-
|
|style="background-color: silver;"|{{stl|NYCS|Broadway Ferry}}
|
|
|July 14, 1888<ref name=Ferry/>
|Closed July 3, 1916<ref name="BMT Lines 1939"/>
|}

==References==
{{Reflist|30em}}

==External links==
{{attached KML|display=inline,title}}
* {{Commons category inline|BMT Jamaica Line}}

{{NYCS lines navbox}}
{{NYCS navbox}}

{{DEFAULTSORT:Jamaica}}
[[Category:Brooklyn–Manhattan Transit Corporation]]
[[Category:New York City Subway lines]]