IND Queens Boulevard Line
IND Queens Boulevard Line | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
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Jamaica–179th Street | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Stations | 25 | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Service | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Type | Rapid transit | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
System | New York City Subway | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Operator(s) | New York City Transit Authority | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Daily ridership | 256,518 (2022, weekday)[1] | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Technical | |||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Character | Underground | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
Track gauge | 4 ft 8+1⁄2 in (1,435 mm) standard gauge | ||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||||
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The IND Queens Boulevard Line, sometimes abbreviated as QBL,
The Queens Boulevard Line's eastern terminus is the four-track 179th Street station. The line continues westward then northwest as a four-track line with the local tracks to the outside of the express tracks. The Queens Boulevard Line merges with the
The Queens Boulevard Line is served by four overlapping routes. The
The line's construction in the 1920s and 1930s promoted housing growth along the
Route
The IND Queens Boulevard Line begins with a large storage yard consisting of two levels with four tracks each south of 185th Street and Hillside Avenue. Once the tracks from the lower level merge with the tracks on the upper level, there is the first station
East of
At
As the line leaves
The line continues west through the 53rd Street Tunnel under the
The Queens Boulevard Line then turns south below the
Services
The following services use part or all of the IND Queens Boulevard Line:[11]
Time period[11] | Section of line[11] | |||||
---|---|---|---|---|---|---|
Rush hours | Middays | Evenings | Weekends | Late nights | ||
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express (south of Briarwood )
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local (south of Briarwood )
|
full line (limited rush hour trips) south of Briarwood (other times)
| ||
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local | north of 36th Street
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no service | north of 36th Street
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no service | between Forest Hills–71st Avenue (weekdays)
| ||||
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no service | between Forest Hills–71st Avenue (all except late nights)
|
During daytime hours, the portion of the line between
The entire line is patrolled by
History
Construction
The Queens Boulevard Line, also referred to as the Long Island City−Jamaica Line, Fifty-third Street−Jamaica Line, and Queens Boulevard−Jamaica Line prior to opening,[7][14][15] was one of the original lines of the city-owned Independent Subway System (IND), planned to stretch between the IND Eighth Avenue Line in Manhattan and 178th Street and Hillside Avenue in Jamaica, Queens.[7][15][16]
As originally proposed in 1925, the line's junction with the IND Crosstown Line in Long Island City would have been a T-junction, allowing trains from Manhattan to travel south to Brooklyn via the Crosstown line.[16] A map from June of that year shows a proposed alternate routing for the Queens Boulevard Line,[17] that would have had the line turn via Kew Gardens Road after the Union Turnpike station instead of continuing via Queens Boulevard. After proceeding via Kew Gardens Road, the line would have turned via Hillside Avenue.[18] The proposed route via Kew Gardens Road was supported by Queens Borough President Maurice Connolly because it would have served Richmond Hill as well. He also pointed out that there was considerable opposition to building a subway line in front of Maple Grove Cemetery.[19] The map shows a second line branching off and continuing along Queens Boulevard, then running under private property on a diagonal line to Sutphin Boulevard, where it would continue south until it reached the LIRR Jamaica station.[18] Later plans eliminated the dual branches, and consolidated them along Queens Boulevard. This moved the initial alignment of the Sutphin Boulevard branch west to Van Wyck Boulevard (now Van Wyck Expressway), which was to extend as far south as Atlantic and 94th Avenues. This change caused a conflict between local business groups who wanted the subway under one or the other road. Ultimately, Chairman of the Board of Transportation John H. Delaney sided with the Van Wyck Boulevard alignment due to the fact that the Sutphin Boulevard alignment would have required buying more private property.[20]
During construction, only
Originally, the
On February 26, 1927, the
The two tubes of the 53rd Street Tunnel under the East River began construction in spring 1927, and were fully excavated between Queens and Manhattan in January 1929, with a ventilation shaft built on Welfare Island (today's Roosevelt Island).[23] On October 4, 1928, the Board of Estimate approved the construction of the Queens Boulevard Line.[24]
Construction on the line began in December 1928, and the whole line cost $58 million.
During the 1920s and 1930s, in conjunction with the subway construction project, Queens Boulevard was widened with up to twelve lanes in some places, and a right-of-way of 200 feet (61 m) in width was created.
On October 16, 1930, James A. Burke, the chairman of the Hillside Avenue Subway Extension Committee stated that the extension of the line to Springfield Boulevard was a certainty after receiving a letter from the Transportation Commissioner.[33] On December 1, 1930, the BOT announced that a station would be constructed at 178th Street and Hillside Avenue, but would be done under the section between 178th Street and Springfield Boulevard, which was to be constructed simultaneously with the section from 137th Street to 178th Street. This announcement was made in response to a request by the Jamaica Estates Association for a station at 178th Street. At the time, BOT engineers were completing the design for the extension to Springfield Boulevard and the BOT said that bids on its construction might be let in the near future. On December 23, 1930, the contract for the construction of the section between 137th Street and 178th Street, Route 108, Section 11, was let.[34]
On December 18, 1931, it was announced that the completion of the Queens Boulevard Line to Roosevelt Avenue was delayed until January 1, 1933. Previously, it has been announced that the line would open in 1931 or 1932.[35] On January 18, 1933, Chairman of the Board of Transportation announced that work on the first section of the line would be completed by September. In addition, Delaney submitted the capital outlay program for the year, which called for the completion of the extension of the line to 177th Street and Hillside Avenue on January 1, 1935.[36] The line was not completed by January 1 because the funding necessary for the final outstanding contract, which was for the installation of transformers and switch houses, was not registered until January by the Controller. In addition, one of the contractors, the L. I. Waldman Company, fell behind schedule. As a result, the company was fined and ordered to increase its labor force to complete the project on schedule. In March the September opening date was moved to August.[37][38]
Building boom and the growth of communities
The construction of the Queens Boulevard subway line offered the possibility of quick commutes to the central business district in Midtown Manhattan. In the late 1920s, speculators, upon learning the route of the proposed line, quickly bought up property on and around Queens Boulevard, and real estate prices soared, and older buildings were demolished in order to make way for new development.[31][40] In order to allow for the speculators to build fifteen-story apartment buildings, several blocks were rezoned.[41] They built apartment buildings in order to accommodate the influx of residents from Midtown Manhattan that would desire a quick and cheap commute to their jobs.[31][42] Since the new line had express tracks, communities built around express stations, such as in Forest Hills and Kew Gardens became more desirable to live. With the introduction of the subway into the community of Forest Hills, Queens Borough President George U. Harvey predicted that Queens Boulevard would become the "Park Avenue of Queens".[31] With the introduction of the subway, Forest Hills and Kew Gardens were transformed from quiet residential communities of one-family houses to active population centers.[39] Following the line's completion, there was an increase in the property values of buildings around Queens Boulevard.[43] For example, a property along Queens Boulevard that would have sold for $1,200 in 1925, would have sold for $10,000 in 1930.[44] The population of Forest Hills in 1930 was 18,000, having increased to 100,000 in 1965.[45]
The construction boom was not limited to express stations, with fifteen-story apartment buildings built by Cord Meyer, an eighty-family apartment house built by the Rego Park Construction Corporation, and 300 one-family homes built along Woodhaven Boulevard by Pherbus Kaplan, all surrounding the
Queens Boulevard, prior to the construction of the subway, was just a route to allow people to get to Jamaica, running through farmlands. Since the construction of the line, the area of the thoroughfare that stretches from Rego Park to Kew Gardens has been home to apartment buildings, and a thriving business district that the Chamber of Commerce calls the "Golden Area".[45]
In Elmhurst, almost all of the century-old buildings in the heart of the village were destroyed for the construction of the subway. Land was taken on the west side of the Broadway to avoid the demolition of the Saint James Episcopal Church and the Reformed Church. Many nineteenth century residences and the Wandowenock Fire Company buildings had to be torn down. To allow the subway line to curve into Queens Boulevard from Broadway, the northeast corner of the two streets was removed, in addition to some stores and an old Presbyterian chapel. New buildings were built behind a new curb line once the subway was completed, bringing a new face to Elmhurst. The introduction of the subway stimulated local growth in Elmhurst. Commercial buildings and apartment houses replaced existing structures.[22][47]
From 1940 to 1950, in large part because of the construction of the Queens Boulevard Line, the population of Queens dramatically increased by 248,678, of which, 210,000 lived in areas alongside the new line and the buses that connected to it. By 1940, there were 27.5 square miles of vacant land alongside the line that could be used for housing, compared with only 8 in Brooklyn, 4 in the Bronx, and none in Manhattan.[48]
Opening and expansion
The first section of the line, west from
In 1934 and 1935, construction of the extension to Jamaica was suspended for 15 months and was halted by strikes.[53] Construction was further delayed due to a strike in 1935, instigated by electricians opposing wages paid by the General Railway Signal Company.[54] On January 21, 1935, BOT Chairman John Delaney said that express service in Queens would not begin until construction on the proposed IND Sixth Avenue Line was completed.[55] In February 1935, it was expected that work on Jamaica Yard would be completed by August 20. Construction was not begun until piles had been sunk, through mud and fill, into firm sand.[56]
On March 17, 1936, at a hearing of the New York State Transit Commission and the New York State Public Service Commission, the LIRR said that it would seek permission in 1937 to abandon the three stations along its Main Line between Jamaica and Pennsylvania Station—Kew Gardens, Forest Hills, and Woodside. The LIRR had said that it anticipated a loss of annual revenue between $750,000 and $1 million with the opening of the extension of the Queens Boulevard Line to Jamaica.[57]
The opening of the line to Continental Avenue was expected in October as of April 1936. At the same time, it was announced that Jamaica Yard would be placed into service with this extension of service. The installation of third rail and storage tracks were expected to be completed by the early summer.[58]
In April 1936, William Jerome Daly, the secretary of the BOT, stated, in response to requests for a stop at 178th Street, that constructing a station at that location would prevent express service from operating past Continental Avenue. He said that with a final station at 169th Street, expresses could run to Parsons Boulevard, and that if the line was extended to Springfield Boulevard as planned, express service could be extended past 178th Street with a yard east of the new terminal.[59]
In August 1936, construction to Forest Hills was expected to be completed by the end of the year. The tracks were installed all the way to 178th Street, and the stations to Union Turnpike were completed. However, the stops to the east still needed to be tiled, have stairways, turnstiles and lighting installed. Only two additional contracts remained to be put up for bid, both the results of last minute changes. The first of the two changes was for finishing the Ely Avenue station which did not open with the initial segment to Roosevelt Avenue. The second of the two entails the eastern terminal of the line. Initially, express trains were planned to terminate at a station at 178th Street. However, the plans were changed to terminate the express trains at Parsons Boulevard, requiring the installation of switches. Since construction of the tunnel was already completed in this section, a few hundred feet of tunnel wall had to be removed to fit the two switches.[53] In addition, a new tunnel roof and new side supports had to be constructed.[60] Since the line's new terminal would be at 169th Street, the tracks at 178th Street would be used to turn back trains. This change led to protests from the Jamaica Estates Association.[53] This change delayed the opening of the line from Union Turnpike to 169th Street.[60]
On November 19, 1936, Mayor
In March 1937, the extension to 169th Street was expected to be opened on May 1, requiring work to be finished by April 3 and fully approved and tested by April 20. As of this point, minor station work remained, including the installation of light bulbs, withs the only major work left to be completed the final 200 feet (61 m) in the 169th Street terminal. Workers were working on installing the signaling for the two additional switches required.[60] The Van Wyck Boulevard station was completed at the same time as the section of the line that opened to Union Turnpike on December 31, 1936.[66] Work on the section east of Union Turnpike, including the eastern yard leads to Jamaica Yard, which was initially planned to be completed on October 20, 1936, was completed on March 31, 1937.[67]
On April 9, 1937, Mayor La Guardia announced that the operation of the $14.4 million extension to Jamaica and express service would begin on April 24. The extension to Hillside Avenue and 178th Street, with a terminal station at 169th Street opened as planned on April 24, 1937.[6][62][68][69] Express service was inaugurated during rush hours, with E trains making express stops from 71st–Continental Avenues to Queens Plaza. The express service operated between approximately 6:30 and 10:30 a.m. and from 3:00 p.m. to 7:00 p.m.[70] Express service was also provided on Saturdays between 6:30 a.m. and 4:00 p.m.. During rush hours, GG trains were extended to Continental Avenue from Queens Plaza, taking over the local. During non-rush hours local service was provided by EE trains which operated between 169th Street and Church Avenue in Brooklyn.[71] The sections of the line east of Roosevelt Avenue were built by the Public Works Administration.[70]
This extension was celebrated with a ribbon-cutting ceremony at the Parsons Boulevard station and with a parade along Hillside Avenue.
From April 30, 1939
After
On December 15, 1940, F trains began running via the newly opened IND Sixth Avenue Line, also running express west of 71st–Continental Avenues. 169th Street and Parsons Boulevard were both used as terminal stations during this time, with the E terminating at one station and the F at the other.[82][83][84] This setup was instituted to prevent congestion at both stations.[85]
New terminal
The existing
Under his proposal, 169th Street station would continue to be used by riders on buses from Laurelton, Rosedale, Springfield, and from areas to the north of the station, while the 178th Street station would be patronized by riders from Hollis, Bellerose and Queens Village. Burke stated that the plan would cost $100,000 and would not require additional trackage or tunneling. In response to the proposal, BOT engineers analyzed the feasibility of such an extension. They determined that the line would have to be extended between 700 feet (210 m) to 1,000 feet (300 m) under Hillside Avenue to store and switch trains, that it would cost at least $2 million, which the city did not have, and would take between 2 and 3 years. Burke had also proposed two other alternative actions to the Transit Commission: the construction of a bus terminal at the northeast corner of Hillside Avenue and 168th Street, and the construction of a pedestrian tunnel between the 169th Street subway station at Merrick Road to the bus terminal on that street. The BOT engineers determined that it would cost $150,000. Burke had met with Mayor Fiorello LaGuardia and asked him to create a committee to study the matter. The Mayor refused and suggested that a station be built between 175th Street and 178th Street to be used for exiting only during the evening rush hour.[86][87] The Transit Commission recommended Burke's proposed extension to the BOT, which they estimated would cost $150,000, and stated that a BOT drawing dated December 30, 1935, had indicated such a temporary station.[88]
The construction of an extension was planned in 1940, and was ready to bid on in 1942 when it was delayed by
On October 22, 1946, it was revealed that work on the extension might begin in early November as the BOT prepared to award the contract to Van Wagner Construction Company, which submitted a low bid of $5,284,888. The contract called for the extension's completion within two years. The extension was to be constructed using cut-and-cover and required the relocation of underground sewer and electrical lines.[90]
Construction on the extension started in 1947 and was projected to be completed in 1949.[91][92] The extension was completed later than expected and opened on December 11, 1950. E trains were extended there at all times and F trains were extended evenings, nights, and Sunday mornings.[89]
On May 13, 1951, all trains outside of rush hour were extended to
Late 20th century
In 1953, the platforms were lengthened at
Because local service was only offered by the GG trains which only ran into Brooklyn, riders were forced to transfer at express stations to reach Manhattan. This caused overcrowding and delays. The BOT had first proposed a connection between the Queens Boulevard Line and the 60th Street Tunnel in 1940. Fifteen years later, on December 1, 1955, a
On August 27, 1977, GG service was cut back to Queens Plaza during late nights, and local service along Queens Boulevard was provided by the F.[99] Effective May 6, 1985, use of double letters to indicate local service was discontinued, so the GG was relabeled G.[100][101]
On April 20, 1981, Councilman Steven Orlow said the New York City Transit Authority agreed to put a contract to replace the lighting at six stations on the Queens Boulevard Line from 75th Avenue to 169th Street up for bidding in October, with work to be completed by early 1982. The existing lighting at the stations meant that platforms were very dimly lit, and made riders feel unsafe.[102]
Until 1986, 2 E trains and 2 F trains started at Continental Avenue in the morning rush hour with the intention to relieve congestion. These trains were eliminated because they resulted in a loading imbalance as these lightly-loaded trains would be followed by extremely crowded trains from 179th Street, which followed an 8-minute gap of E and F service from 179th Street.[103]: 51
On May 24, 1987,
Archer Avenue changes
Originally, the
On December 11, 1988, the
The change in the plan was the operation of some E trains from 179th Street as expresses during the morning rush hour to provide an appropriate level of E service to Archer during the morning rush, to maintain the same level of service to 179th Street while providing express service, and to provide greater choice for riders at the Parsons Boulevard and 179th Street stations on Hillside Avenue. It was decided not to divert some E trains to 179th Street during the afternoon rush hour so that Queens-bound riders would not be confused about where their E train was headed.[103]: 9–10
It was decided to serve Archer with the E as opposed to the F to minimize disruption to passengers who continued to use Hillside Avenue, to maximize Jamaica Avenue ridership and the length of the peak ridership period, which is longer on the F. It was found that most riders using buses diverted to Archer used the E, while passengers on buses to 179th used the F. Having E trains run local between Continental Avenue and Van Wyck Boulevard was dismissed in order to provide 24-hour express service to the Archer Avenue Line.[103]: 55
Riders at local stations east of 71st Avenue (169th Street, Sutphin Boulevard, Van Wyck Boulevard and 75th Avenue stations) were angered at losing direct Queens Boulevard Express service in 1988. Local elected officials pressured the MTA to eliminate all-local service at these stations.[115][116] On September 30, 1990 the R was cut back to 71st–Continental Avenue outside of rush hours. Late night service to 179th Street was replaced by G service, while F trains began running local east of 71st Avenue during middays, evenings, and weekends.[117]
In response, the MTA considered three options including leaving service as is, having E trains run local east of 71st Avenue along with R service, and having F trains run local east of 71st Avenue replacing R service. Keeping service as is would have kept the reliability improvement that came with the relocation of the merge between E and F service from 75th Avenue to Van Wyck Boulevard, ensured maximum service capacity, and would have benefited the broad majority of riders on Queens Boulevard in terms of time savings and reliability. The second option would have decreased capacity by eight percent, or two trains per hour, increased travel times for most riders from Eastern Queens by 1–2 minutes, worsened reliability on the E and F, and introduced two merges-one with the R at Van Wyck Boulevard and one with the F at 75th Avenue. The third option was expected to help 13,880 people at former local stops with the introduction of direct express service, while lengthening trips by three minutes for 30,010 riders at Parsons Boulevard and 179th Street. In addition, it would decrease capacity by eight percent, or two trains per hour, reduce the reliability of E and F service, and possibly require more F service and less E service due to increases loads on the F. The third option was chosen to be tested in October or November 1992, and was expected to save the NYCTA $50,000 a year. It was also expected to slightly reduce ridership and revenue due to increased travel times for Eastern Queens riders.[115][118]
On October 26, 1992, R trains were cut back to 71st Avenue at all times. In its place, the F ran local between 71st Avenue and 179th Street at all times, which eliminated express service along Hillside Avenue.[119] This change was implemented for six months on an experimental basis at the request of passengers using the 169th Street, Sutphin Boulevard, Van Wyck Boulevard and 75th Avenue stations, which had lost direct Queens Boulevard Express service in 1988.[116]
After the six months, the change was kept even though 77% of passengers had benefitted from the pre-October 1992 service plan because there was minimal negative passenger reaction and the intensity of the request. The change increased travel time along the F by 3.5 minutes, and reduced travel time for passengers at local stations by one to two minutes.[116] In December 1993, the NYCTA agreed to extend the pilot change for six more months.[120]
Between 1988 and 1990, following the opening of the Archer Avenue extension, ridership decreased by 12 percent at 179th Street, by 60 percent at 169th Street, by 47 percent at Parsons Boulevard, by 70 percent at Sutphin Boulevard, and by 28 percent at Van Wyck Boulevard.[118]
63rd Street changes
As part of the construction of the
Beginning on March 23, 1997, due to construction on the connector between the IND 63rd Street Line and the IND Queens Boulevard Line, G trains terminated at
On December 16, 2001, the connection to the
21st century
Starting in August 2007 after a series of severe summer storms, the Metropolitan Transportation Authority (MTA) began installing decorative ventilation grates along the Hillside Avenue section of the line, and sealing other grates, both in order to combat flooding. At the time, the Hillside Avenue subway was considered the most flood-prone area in the subway system, due to its location at the bottom of the terminal moraine which runs across Long Island.[127][128]: 15, 27, 44−55 Additional grates were later installed along Broadway and Steinway Street at the west end of the line.[129]
In 2010, budget constraints within the MTA led to service reductions on the line. On April 19, 2010, G service was permanently truncated to Court Square at all hours; thus Crosstown Line trains, which originally were the sole trains to serve the Queens Boulevard local tracks, no longer ran on the line at all.[95] On June 27, 2010, V service was eliminated, and the M train was extended via the Chrystie Street Connection to replace it.[95][130]
The 2015–2019 MTA Capital Plan called for the Queens Boulevard Line's
Communications-based train control
Congestion on the line during peak hours has existed for much of the line's history,
Phase one equipped the tracks from
The 2015–2019 Capital Program was revised in April 2018 to fund to the design for the expedited installation of the Queens Boulevard Line east of Kew Gardens–Union Turnpike, the second phase.[141][142] In December 2021, the MTA Board approved the first of three contracts to install CBTC on the eastern portion of the Queens Boulevard Line.[143]
On March 17, 2023, New York City Transit made adjustments to evening and late night E, F and R service to accommodate long-term CBTC installation on the Queens Boulevard Line between
Provisions for expansion
IND Second System
The Queens Boulevard Line was originally planned to extend farther along Hillside Avenue into eastern Queens.
Several stations along the line also have provisions for other extensions as part of the
Program for Action
When proposed in the mid-1960s under the
"Super-express" line
The Archer Avenue and 63rd Street lines were planned to be connected by a "super-express" bypass of the Queens Boulevard line,
There were also plans for an intermediate stop at the current
While plans to construct the bypass existed as late as 1985, the connection to the Queens Boulevard line at Northern Boulevard was built as an alternative to the bypass.[126][161] A bellmouth was built at the end of the tunnel should construction on the bypass ever commence.[162]
Northeast Queens line
Another less publicized plan around this time was a branch line diverging from the Queens Boulevard mainline near Woodhaven Boulevard, and running along the
Southeast Queens line
The most important of the proposed lines along LIRR branches was a "Southeast Queens" extension of the Archer Avenue subway along the
Station listing
Station service legend | |
---|---|
Stops all times | |
Stops all times except late nights | |
Stops late nights only | |
Stops late nights and weekends only | |
Stops weekdays during the day | |
Stops rush hours in the peak direction only | |
Time period details | |
Station is compliant with the Americans with Disabilities Act | |
↑ | Station is compliant with the Americans with Disabilities Act in the indicated direction only |
↓ | |
Elevator access to mezzanine only |
Neighborhood (approximate) |
Station | Tracks | Services | Opened | Transfers and notes | |
---|---|---|---|---|---|---|
Queens | ||||||
Jamaica | Jamaica–179th Street | all | December 10, 1950[89] | Q3 bus to JFK Airport | ||
169th Street | local | April 24, 1937[68] | Q3 bus to JFK Airport | |||
Parsons Boulevard | all | April 24, 1937[68] | ||||
Sutphin Boulevard | local | April 24, 1937[68] | Q44 Select Bus Service
| |||
IND Archer Avenue Line (E ) merges
| ||||||
Briarwood | Briarwood | local | April 24, 1937[68] | Q44 Select Bus Service
| ||
connecting tracks to Jamaica Yard
| ||||||
Kew Gardens | Kew Gardens–Union Turnpike | all | December 31, 1936[63] | Q10 bus to JFK Airport | ||
Forest Hills | 75th Avenue | local | December 31, 1936[63] | |||
connecting tracks to Jamaica Yard; former connection to IND World's Fair Line
| ||||||
Forest Hills–71st Avenue | all | December 31, 1936[63] | ||||
Rego Park | 67th Avenue | local | E F M R | December 31, 1936[63] | ||
63rd Drive–Rego Park | local | E F M R | December 31, 1936[63] | |||
Elmhurst | Woodhaven Boulevard | local | E F M R | December 31, 1936[63] | Q52/Q53 Select Bus Service | |
Grand Avenue–Newtown | local | E F M R | December 31, 1936[63] | Q53 Select Bus Service | ||
Elmhurst Avenue | local | E F M R | December 31, 1936[63] | Q53 Select Bus Service | ||
Jackson Heights | Jackson Heights–Roosevelt Avenue | all | August 19, 1933[50] | |||
Woodside | 65th Street | local | E F M R | August 19, 1933[50] | ||
express tracks go underneath () | ||||||
Northern Boulevard | local | E F M R | August 19, 1933[50] | |||
express tracks diverge () | ||||||
Astoria | 46th Street | local | E F M R | August 19, 1933[50] | ||
Steinway Street | local | E F M R | August 19, 1933[50] | |||
express tracks rejoin () | ||||||
Long Island City | 36th Street | local | E F M R | August 19, 1933[50] | ||
) | ||||||
Queens Plaza | all | E M R | August 19, 1933[50] | |||
local tracks split to IND Crosstown Line (no regular service) and 60th Street Tunnel Connection (R ) | ||||||
[a] | Court Square–23rd Street | express | E M | August 28, 1939[74] | ) | |
Manhattan | ||||||
53rd Street Tunnel | ||||||
Midtown Manhattan | Lexington Avenue–53rd Street | express | E M | August 19, 1933[50] | <6> ) at 51st Street
| |
Fifth Avenue/53rd Street | express | E M | August 19, 1933[50] | |||
connection to IND Sixth Avenue Line (M ) splits | ||||||
Seventh Avenue | express | E | August 19, 1933[50] | IND Sixth Avenue Line (B D ) | ||
[a] | 50th Street | express | E | August 19, 1933[50] | IND Eighth Avenue Line (A C ) (transfer in same direction only) | |
merges with IND Eighth Avenue Line (A C ) |
Footnotes
References
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{{cite web}}
: Missing or empty|url=
(help) - ^ Urban Mass Transit Administration. May 1990. Retrieved August 13, 2016.
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External links
- Media related to IND Queens Boulevard Line at Wikimedia Commons
- nycsubway.org — IND Queens Boulevard Line