77-608: Corona Line was refer to: IRT Flushing Line , part of the New York City Subway Corona Line (surface) , bus, formerly streetcar transit line Corona Line (shipping company) , defunct shipping company operating on the Baltic Sea between 1992 and 1995 Corona Line (Colorado) , former rail line over Corona Pass before the Moffat Tunnel was built A spectral line in
154-554: A Flushing extension. Since then, several New York City Transit Authority proposals for an eastward extension have all failed. Second Avenue Line service, including the connection across the Queensboro Bridge, ended June 13, 1942, and free transfers to the IRT Third Avenue Line were offered at Grand Central . These transfers were valid until May 12, 1955, when Third Avenue Line service ended. On October 17, 1949,
231-406: A low bid of $ 3,867,138, below the estimated cost of over $ 4 million. This low bid was the narrowest margin ever recorded for any large city contract, beating out the next highest bidder by 0.7 percent. While the contractor was provided four years to complete work, engineers expected to reduce the time needed to do so to as little as three years. Since work on the project had to be completed underneath
308-566: A possible further extension to Little Neck Bay in Bayside. There was consensus that the line should not abruptly end in Corona, but even with the 5.5-mile-long (8.9 km) extension to Bayside, the borough would still have fewer Dual Contracts route mileage than either Brooklyn or the Bronx. The New York Times wrote that compared to the Bronx, Queens would have far less subway mileage per capita even with
385-470: A proposed extension to New Jersey, were futile. Work resumed in 1905, and test runs with streetcars began in 1907. Though the streetcar tests were successful, the tunnel remained closed to passengers. The tunnel opened for subway use on June 22, 1915, with service running between Grand Central and Vernon–Jackson Avenues . The Flushing Line was extended one stop from Vernon–Jackson Avenues to Hunters Point Avenue on February 15, 1916. On November 5, 1916,
462-486: A provision would be made to permit the installation of an escalator to the east of Seventh Avenue. There would be two entrances at street level at each of the western corners of 41st Street and Broadway, and two entrances at the northeastern corner of 41st Street and Seventh Avenue. On November 22, 1921, the Powers-Kennedy Contracting Corporation was awarded a contract to construct the extension on
539-489: A removable round circular disc type radio antenna assembly, slide-mounted on the small mounting brackets that were attached on the front of R12 , R14 , R15 , and R17 cars that were assigned to the 7 route, which had been used on the line since 1948. Similar to the use of radio transponders in the CBTC installation, the system used the antennas to determine whether a train was running local or express, and then accordingly switched
616-412: A report showing how much they had petitioned for Flushing subway extensions to that point, compared to how little progress they had made in doing so. Negotiations continued to be stalled in 1917. Despite the line not having been extended past Corona yet, the idea of a subway extension to Little Neck encouraged development there. The Whitestone Branch would have had to be rebuilt if it were leased to
693-665: A three-track subway, with the center track used for express service, at Flushing–Main Street . It quickly leaves the ground onto a steel elevated structure above Roosevelt Avenue, passing Citi Field and the United States Tennis Association 's National Tennis Center . A flying junction between Mets–Willets Point and 111th Street provides access to the Corona Yard from the local tracks. At 48th Street in Sunnyside ,
770-582: Is a single round tube similar to a London Underground station; and 34th Street–Hudson Yards , which, with its deep vault and spacious interior, resembles a Washington Metro station. Services that use the Flushing Line are colored purple. The following services use part or all of the IRT Flushing Line: The line has two distinct sections, split by the Queensboro Plaza station. It begins as
847-468: Is at the eastern end of the station. Just outside the portal is a diamond crossover linking the two tracks. This station has two tracks and two side platforms . Its architecture is in an Italianate design of brown color. Tilework includes a trimline with "HP" tiles on it and name tablets reading "HUNTERS POINT AVE." in gold serif font. The platform columns also have a trim line with "HP" tiles below them. This station has one fare control area above
SECTION 10
#1732851359343924-520: Is different from Wikidata All article disambiguation pages All disambiguation pages IRT Flushing Line The IRT Flushing Line is a rapid transit route of the New York City Subway system , named for its eastern terminal in Flushing, Queens . It is operated as part of the A Division . The Interborough Rapid Transit Company (IRT), a private operator, had constructed
1001-543: Is directly under 41st Street. West of Times Square, the tracks curve sharply downward before turning under 11th Avenue . The tracks end at 24th Street, even though the last station is at 34th Street . This segment was built as part of the extension of the Flushing Line west to Manhattan's Far West Side (see § Extension westward ). A decommissioned lower level at the IND Eighth Avenue Line 's 42nd Street–Port Authority Bus Terminal station formerly blocked
1078-633: Is shown in the color purple on station signs, the official subway map, and internal route maps in R188 cars. Before the line was opened all the way to Flushing in 1928, it was known as the Corona Line or Woodside and Corona Line . Prior to the discontinuation of BMT services in 1949, the portion of the IRT Flushing Line between Times Square and Queensboro Plaza was known as the Queensboro Line . Since
1155-972: The East River Tunnel Railroad . The railroad would construct the Steinway Tunnel under the East River, connecting the Long Island Rail Road in Queens with the New York Central Railroad in Manhattan. However, the East River Tunnel Railroad Company went out of business. On July 22, 1887, Walter S. Gurnee and Malcolm W. Niven founded the New York and Long Island Railroad Company (NY&LIRR). They soon began planning for
1232-477: The IRT Broadway–Seventh Avenue Line to walk a long distance. The Times Square station would be designed at a lower level than the two existing stations at Times Square. It would have two upper mezzanines connected by passageways: a mezzanine east of Seventh Avenue extending to Broadway, and one west of Seventh Avenue. Escalators would connect these upper mezzanines with the lower mezzanine, and
1309-805: The Long Island Star Journal in 1957, rush-hour headways ranged from 6 to 15 minutes between local trains, and 2 to 6 minutes between express trains. In 1953, with increased ridership on the line, a "super-express" service was instituted on the line. The next year, the trains were lengthened to nine cars each. Subsequently, the trains were extended to ten cars on November 1, 1962. With the 1964–1965 World's Fair in Flushing Meadows–Corona Park in April 1964, trains were lengthened to eleven cars. The Flushing Line received 430 new R33S and R36 cars for this enhanced service. Rolling stock along
1386-582: The New York City Subway . Located at 49th Avenue (formerly Hunters Point Avenue) and 21st Street in the intersections of Hunters Point and Long Island City, Queens , it is served by the 7 train at all times and the <7> train during rush hours in the peak direction. As part of its development, what is now the Flushing Line was extended one stop East, from Vernon–Jackson Avenues , which opened in 1915, to Hunters Point Avenue on February 15, 1916. Later that year it would again be extended to Court Square–23rd Street station . The city government took over
1463-532: The Steinway Tunnel as part of the new Flushing subway line. The route, traveling under 41st and 42nd Streets in Manhattan, was to go from Times Square through the tunnel over to Long Island City and from there continue toward Flushing . At Queensboro Plaza, the line met the BMT's 60th Street Tunnel , as well as a spur from the elevated IRT Second Avenue Line on the Queensboro Bridge . From this point east,
1540-460: The Astoria Line platforms extended to 9 BMT car lengths. The project, to start in 1950, would cost $ 3.85 million. Identification of Trains and Routing Automatically (IDENTRA) was implemented on the line in the 1957 and used until 1997, when a route selector punch box with B1 Astoria, local/express buttons was installed at the 10/11 car marker on the upper level of Queensboro Plaza. IDENTRA used
1617-581: The Fifth Avenue station required underpinning the New York Public Library Main Branch and extending the library's foundation downward. The subway tunnel ran 35 feet (11 m) below ground level. During construction, workers took precautions to avoid interrupting the flow of traffic above ground and interfering with preexisting tunnels. The contractors had completed the tunnels to Fifth Avenue by May 1923. Local civic groups advocated for
SECTION 20
#17328513593431694-492: The Fifth Avenue station to be used as a temporary terminal while the permanent terminus at Times Square was being completed. By the end of 1923, the Transit Commission had allocated $ 50,000 for the construction of a temporary crossover east of the Fifth Avenue station. The temporary terminal at Fifth Avenue was nearly complete by February 1926. The station had two entrances on the south side of 42nd Street (one next to
1771-553: The Flushing Line and the Astoria Line were formerly operated by the IRT and the BMT . Connections still exist between the eastbound tracks just east of the platforms, but cannot be used for revenue service as BMT trains are wider than IRT trains. This is the only track connection between the Flushing Line and the rest of the subway system. West of Queensboro Plaza, the line sharply turns south onto an elevated structure over 23rd Street. It heads into
1848-442: The Flushing Line received "strip maps" in 1965, the first such installation in the system. The strip maps showed only the stations on the Flushing Line, as opposed to for the entire system, but the transfers available at each station were listed. As with much of the rest of the subway system, the IRT Flushing Line was allowed to deteriorate throughout the 1970s to the late 1980s. Structural defects that required immediate attention at
1925-467: The Flushing Line two stops west to Times Square, with an intermediate station under Bryant Park. The western end of the Bryant Park station would be 300 feet (91 m) east of Sixth Avenue, while the eastern end would be about 100 feet (30 m) west of Fifth Avenue. The 42nd Street Association, a local civic group, regarded the station as very important. In May 1921, it was expected that contracts for
2002-571: The Flushing Line was extended two more stops to the east to the Queensboro Plaza station. At this point, the Flushing Line between Grand Central and Queensboro Plaza was called the Queensboro Line . The Dual Contracts were formalized in March 1913, specifying new lines or expansions to be built by the IRT and the Brooklyn Rapid Transit Company (BRT). The Dual Contracts involved opening
2079-717: The Flushing and Astoria Lines were built by the City of New York as part of the Dual Contracts . They were officially IRT lines on which the BMT held irrevocable and equal trackage rights . Because BMT trains were wider, and the platforms had been built for the IRT, normal BMT trains ran only to Queensboro Plaza , with a transfer to shuttles , using elevated cars, that alternated between the Astoria–Ditmars Boulevard and Flushing–Main Street terminals. IRT trains simply continued from
2156-643: The Flushing extension. The Bayside extension was tentatively approved in June 1913, but only after the construction of the initial extension to Flushing. Under the revised subway expansion plan put forth in December 1913, the Flushing Line would be extended past Main Street, along and/or parallel to the right-of-way of the nearby Port Washington Branch of the LIRR towards Bell Boulevard in Bayside. A spur line would branch off north along 149th Street towards College Point. In 1914,
2233-518: The Flushing line's construction if there was not going to be an extension to Whitestone. In January 1913, groups representing communities in south Flushing collaborated to push for an elevated along what was then the LIRR's Central Branch , in the current right-of-way of Kissena Corridor Park . Shortly after, the New York Public Service Commission (PSC) announced its intent to extend the line as an el from Corona to Flushing, with
2310-716: The IRT Flushing Line commenced. It forced single-tracking on much of the line during weekends, and the elimination of express service for the duration of the project. The MTA advertised this change by putting leaflets in the New York Times , the Staten Island Advance , the Daily News , and Newsday . The project laid new track, replaced or repaired concrete and steel structures, replaced wooden station canopies with aluminum, improved lighting, improved signage, and installed new ventilation and pumping equipment. Expanded service
2387-626: The IRT Flushing Line one stop to the west from the line's previous terminus at Grand Central. In fall 1926, it was announced that the line would be completed by January 1, 1927. On February 8, 1927, the New York City Board of Transportation informed the New York State Transit Commission that work on the Times Square station was sufficiently completed to enable the start of train service beginning on February 19, 1927 with
Corona Line - Misplaced Pages Continue
2464-492: The IRT did not accept the offer since this would entail upgrading railroad crossings and the single-tracked line. Subsequently, the LIRR abandoned the branch in 1932. As part of the 1929 IND Second System plan, the Flushing Line would have had branches to College Point and Bayside east of Main Street. That plan was revived in 1939. The BOT kept proposing an extension of the Flushing Line past Main Street until 1945, when World War II ended and new budgets did not allow for
2541-467: The IRT land would not actually overlap with any LIRR land. The LIRR president at the time, Ralph Peters , offered to lease the Port Washington and Whitestone Branches to the IRT for rapid transit use for $ 250,000 annually (equivalent to $ 7,530,000 in 2023), excluding other maintenance costs. The lease would last for ten years, with an option to extend the lease by ten more years. The PSC favored
2618-426: The IRT's operations on June 12, 1940. The IRT routes were given numbered designations in 1948 with the introduction of "R-type" rolling stock , which contained rollsigns with numbered designations for each service. The route from Times Square to Flushing became known as the 7 . In 1949, the New York City Board of Transportation announced that the Flushing Line platforms would be lengthened to 11 IRT car lengths;
2695-468: The Manhattan-bound track. The line to Main Street had been practically completed at this point, but had to be rebuilt in part due to the sinking of the foundations of the structure in the vicinity of Flushing Creek. Once the structure was deemed to be safe for operation, the line was extended to Willets Point Boulevard on May 7, 1927. This extension was served by shuttle trains until through service
2772-593: The PSC chairman and the commissioner committed to building the line toward Bayside. However, at the time, the LIRR and IRT were administered separately, and the IRT plan would require rebuilding a section of the Port Washington branch between the Broadway and Auburndale stations. The LIRR moved to block the IRT extension past Flushing since it would compete with the Port Washington Branch service in Bayside. One member of
2849-585: The PSC largely ignored the lease plan since it was still focused on building the first phase of the Dual Contracts. The Flushing Business Men's Association kept advocating for the Amity Street subway, causing a schism between them and the rest of the groups that supported the LIRR lease. Through the summer of 1915, the PSC and the LIRR negotiated the planned lease to $ 125,000 a first year, equivalent to $ 3,760,000 in 2023, with an eight percent increase each year;
2926-602: The Queensboro Line and Queensboro Bridge onto the lines to Astoria and Flushing. The line to Flushing was originally called the Corona Line or Woodside and Corona Line before it was completed to Flushing. The segment of the viaduct above Queens Boulevard, from 33rd to 48th streets, was made of concrete rather than steel because it was intended to serve as a gateway to Queens. The line was opened from Queensboro Plaza to Alburtis Avenue on April 21, 1917. The Flushing Line
3003-538: The Sun's corona due to highly ionized elements Topics referred to by the same term [REDACTED] This disambiguation page lists articles associated with the title Corona Line . If an internal link led you here, you may wish to change the link to point directly to the intended article. Retrieved from " https://en.wikipedia.org/w/index.php?title=Corona_Line&oldid=949191897 " Category : Disambiguation pages Hidden categories: Short description
3080-483: The United Civic Association submitted a proposal to the LIRR to let the IRT use the Port Washington Branch to serve Flushing and Bayside, using a connection between the two lines in Corona. The PSC supported the connection as an interim measure, and on March 11, 1915, it voted to let the Bayside connection be built. Subsequently, engineers surveying the planned intersection of the LIRR and IRT lines found that
3157-419: The amount of work that remained to be completed. The opening of the line was about a year behind the April 29, 1926 date specified in the contract. The delay was the result of surprisingly difficult construction. The Board of Transportation had withheld retained percentages, as allowed in the contract, penalizing the contractor, and trying to incentivize it to speed up work. No retained percentages were provided to
Corona Line - Misplaced Pages Continue
3234-467: The completion of work to a point between Eighth Avenue and Seventh Avenue. Plans for the construction of an extension of the line to between Eighth Avenue and Ninth Avenue to provide a physical connection with the IND Eighth Avenue Line were underway. On March 1, 1927, the opening of the line was set for March 15, the third time an opening date was set for the line. Work had been postponed given
3311-476: The contractor until February 1927. The Flushing Line was extended to Times Square on March 14, 1927. The eastern extension to Flushing–Main Street opened on January 21, 1928. At this time, Corona Yard opened, with the inspection shed and some yard tracks available for use. The remaining tracks opened on April 16, 1928. For the 1939 New York World's Fair , the Willets Point Boulevard station
3388-448: The discontinuance on the Flushing express was because the MTA felt it took too long to transfer between locals and expresses. The service was also due to fears of delays on the line when locals and expresses merged after 33rd Street–Rawson Street. The change was supposed to enable local trains to stop at 61st Street every four minutes (15 trains per hour) during rush hours, but according to riders,
3465-470: The express track in the four intermediate stations. The work began on April 5, 1993. When the viaduct reconstruction finished on March 31, 1997, full <7> express service was reinstated. Throughout this entire period, ridership grew steadily. Hunters Point Avenue (IRT Flushing Line) [REDACTED] The Hunters Point Avenue station is a station on the IRT Flushing Line of
3542-409: The extension would be advertised shortly. On November 9, 1921, the New York State Transit Commission opened up the contract for the extension for bidding. The extension would take a slightly different route than the one specified in the Dual Contracts. The original proposal had the line constructed under 42nd Street to a point just to the east of Broadway, which would have forced riders transferring to
3619-550: The foundations of several large buildings, such as theatres, and the north end of the New York Public Library, the contractor had to provide a $ 1 million bond. The project was expected to reduce crowding on the 42nd Street Shuttle by enabling riders to use the Queensboro Subway to directly access Times Square. 24,000 of the estimated 100,000 daily shuttle riders transferred to and from the Queensboro Subway. The line
3696-485: The idea of the IRT being a lessee along these lines, but did not know where to put the Corona connection. Even the majority of groups in eastern Queens supported the lease plan. The only group who opposed the lease agreement was the Flushing Association, who preferred a previous plan to build the Corona Line extension as a subway under Amity Street (currently Roosevelt Avenue), ending at Main Street. Afterward,
3773-639: The introduction of the R12 rolling stock in 1948. The BMT assigned the number 9 to its service, used on maps but not signed on trains. The Main Street station was not intended to be the Flushing Line's terminus. While the controversy over an elevated line in Flushing was ongoing in January 1913, the Whitestone Improvement Association pushed for an elevated to Whitestone , College Point , and Bayside. However, some members of that group wanted to oppose
3850-527: The ironwork at the station. During the joint service period, the elevated stations on the Astoria and Flushing Lines were only able to fit nine 51-foot-long BMT elevated or IRT cars, the rough equivalent of seven 67-foot-long BMT subway cars. After the BMT/IRT dual services ended in 1949, the New York City Board of Transportation announced that the Flushing Line platforms would be lengthened to 11 IRT car lengths, and
3927-443: The joint BMT/IRT service arrangement ended. The Flushing Line became the responsibility of IRT. The Astoria Line had its platforms shaved back, and became BMT-only. Because of this, routes through the then eight-track Queensboro Plaza station were consolidated and the northern half of the structure was later torn down. Evidence of where the torn-down platforms were, as well as the trackways that approached this area, can still be seen in
SECTION 50
#17328513593434004-542: The library and the other next to the park). A third entrance was placed within the Stern Brothers building on the north side. Stern's funded the construction of the entrance inside its building, which also included storefront windows. These entrances connected with a mezzanine above the platform. The platform was to be 480 feet (150 m) long, though only a 300-foot (91 m) section would be used initially. The Fifth Avenue station opened on March 22, 1926, extending
4081-462: The line switches to Queens Boulevard and an ornate concrete viaduct begins. The express track ends between 33rd Street–Rawson Street and Queensboro Plaza. At Queensboro Plaza, the eastbound track ( railroad north ) is above the westbound track, with both tracks on the south side of the island platforms. On the north side of these platforms is the BMT Astoria Line . East of this point, both
4158-400: The longest by total length, however. An IND/BMT train of ten 60-foot (18 m)-long cars or eight 75-foot (23 m)-long cars, which is 600 feet (180 m) long, is still 35 feet (11 m) longer than an IRT train of eleven 51.4-foot (15.7 m)-long cars, which is 565 feet (172 m) long. The earliest origins of the Flushing Line emerged on February 22, 1885, with the founding of
4235-462: The mid-1990s, the MTA discovered that the Queens Boulevard viaduct structure was unstable, as rocks that were used to support the tracks as ballast became loose due to poor drainage, which, in turn, affected the integrity of the concrete structure overall. <7> express service was suspended again between 61st Street–Woodside and Queensboro Plaza ; temporary platforms were installed to access
4312-406: The mid-2010s, the line's signal system has been converted to an automated system . The Flushing Line has various styles of architecture, which range from steel girder elevated structures to European-style concrete viaducts . The underground stations have some unique designs as well. The designs include Hunters Point Avenue , which is in an Italianate style; Grand Central–42nd Street , which
4389-531: The negotiations then stalled in 1916. The Whitestone Improvement Association, impatient with the pace of negotiations, approved of the subway under Amity Street even though it would not serve them directly. The PSC's chief engineer wrote in a report that a combined 20,600 riders would use the Whitestone and Bayside lines each day in either direction, and that by 1927, there would be 34,000 riders per day per direction. The Third Ward Rapid Transit Association wrote
4466-679: The other is the BMT Canarsie Line , carrying the L train. Because of this, the MTA is automating the line with new trains using communication-based train control (CBTC), similar to the Canarsie Line (see § Automation of the line ). The IRT Flushing Line's 7 service has the distinction of running trains with the largest number of cars in the New York City Subway. 7 trains are eleven cars long; most other New York City Subway services run ten or eight-car trains. The trains are not
4543-410: The platforms and tracks near the north end. Two staircases from each platform go up to a waiting area/crossover, where a turnstile bank and several exit–only turnstiles provide access to and from the station. Outside fare control , there is a token booth and one staircase going up to the north side of 49th Avenue with 21st Street several hundred yards to the west. Two other staircases to the east go up to
4620-448: The platforms were only able to fit nine 51-foot-long IRT cars beforehand. The platforms at the station were extended in 1955–1956 to accommodate 11-car trains. However, nine-car trains continued to run on the 7 route until 1962, when they were extended to ten cars. This station is the easternmost ( railroad north ) underground station on the Flushing Line until the northbound terminal station ( Flushing – Main Street ). The tunnel portal
4697-440: The section of the line from Flushing , Queens , to Times Square , Manhattan between 1915 and 1928. A western extension was opened to Hudson Yards in western Manhattan in 2015, and the line now stretches from Flushing to Chelsea, Manhattan . It carries trains of the 7 local service, as well as the express <7> during rush hours in the peak direction. It is the only currently operational IRT line to serve Queens. It
SECTION 60
#17328513593434774-401: The subway, with railroad crossings removed and the single track doubled. The PSC located 14 places where crossings needed to be eliminated. However, by early 1917, there was barely enough money to build the subway to Flushing, let alone a link to Whitestone and Bayside. A lease agreement was announced on October 16, 1917, but the IRT withdrew from the agreement a month later, citing that it
4851-493: The time were labeled as "Code Red" defects or "Red Tag" areas, and were numerous on the Flushing Line. Some columns that supported elevated structures on the Flushing Line were so shaky that trains did not run when the wind speed exceeded 65 miles per hour (105 km/h). This was particularly widespread on the Flushing and the BMT Jamaica Lines . On May 13, 1985, a 4 1 ⁄ 2 -year-long, $ 70 million project to overhaul
4928-536: The track at interlockings near the Queensboro Plaza and Flushing–Main Street stations. This move reduced the number of signal towers on the line from 9 to 2 and theoretically allowed to operate 37 eleven-car trains instead of only 30 nine-car trains per hour. The consolidated signal system was in use by 1956 while the selector system was in service by 1958. However, in practice, train frequencies were not necessarily increased. According to an experiment performed by
5005-512: The trains arrived every 8–10 minutes. The community opposition led to service changes, and expresses began stopping at Woodside again a few months later. On weekends between January 19 and March 11, 7 service was partially shutdown so that switches at the Fisk Interlocking could be replaced. The $ 5 million project was not done in conjunction with the work between 1985 and 1989 because the 23-year old switches were not due for replacement. In
5082-410: The tunnel. To run from West 42nd Street and Tenth Avenue to Van Alst Avenue after crossing under the East River, the builders planned for the remainder of the line to be constructed on private lands, and numerous alterations were made to the proposal. In 1890, William Steinway advised the company to utilize electricity to power the tunnels, believing that the construction of the tunnel would increase
5159-441: The value of his properties in the vicinity. On June 3, 1892, construction of the tunnel commenced near the intersection of 50th Avenue and Vernon and Jackson Avenues. However, several failures and hindrances, which included an underground spring preventing the extraction of rubble, resulted in the termination of the project on February 2, 1893. Several calls for the resumption of the project between 1893 and 1896, in addition to
5236-504: The way. Although London ultimately received the bid for the 2012 Summer Olympics , New York City pursued the extension anyway, albeit as a means to enable the redevelopment of the far West Side under the Hudson Yards Redevelopment Project . The Flushing Line is one of only two New York City non- shuttle subway lines that hosts only a single service and does not share operating trackage with any other line or service;
5313-460: The west end of Amtrak 's Sunnyside Yard , and passes through two underground stations before entering Manhattan via the Steinway Tunnel under the East River . In Manhattan, the line runs under 42nd Street , with part directly underneath the 42nd Street Shuttle ( S train), before angling towards 41st Street. The Times Square–42nd Street station, with no track connections to other lines,
5390-442: Was exceeding expectations, with 363,726 passengers using the Corona Line that month, 126,100 using the Queensboro Plaza station, and 363,508 using the Queensboro Subway. BMT shuttles began to use the Flushing and Astoria Lines on April 8, 1923. Service to 111th Street was inaugurated on October 13, 1925, with shuttle service running between 111th Street and the previous terminal at Alburtis Avenue (now 103rd Street–Corona Plaza) on
5467-516: Was inappropriate to enter such an agreement at that time. Thereafter, the PSC instead turned its attention back to the Main Street subway extension. Even after the Main Street station opened in 1928, efforts to extend the line past Flushing persisted. In 1928, the New York City Board of Transportation (BOT) proposed allowing IRT trains to build a connection to use the Whitestone Branch, but
5544-585: Was inaugurated on May 14. On that date, the opening of the station was formally celebrated; it coincided with the opening of the Roosevelt Avenue Bridge for cars and buses. Wooden elevated rolling stock had to be used by the BMT, as the Flushing Line was built to IRT clearances, and standard steel BMT subway rolling stock were not compatible. In July 1920, the New York State Public Service Commission announced it would extend
5621-406: Was initially derided by opponents, as it passed through agricultural areas rather than connecting populated places, as previous lines had. Rapid development quickly followed once the Flushing Line was operational, with six-story apartment buildings being erected directly on the former fields, and several major firms building housing for their workers along the route. By June 1917 ridership on the line
5698-679: Was provided when the Mets played home games or when there were sporting events in Flushing Meadows–Corona Park . Paradoxically, Flushing local trains had better on-time performance during the construction than before it started. The $ 70 million rehabilitation project on the Queens Boulevard concrete viaduct was completed six months early, and <7> express service was restored on August 21, 1989, without stopping at 61st Street–Woodside . This led to protests by community members to get express service back at 61st Street station. The reason for
5775-458: Was rebuilt and centered on 123rd Street, just west of where the station originally lay. Some remnants of the old station are still visible; ironwork tends to indicate where the older outside-platform stations were, and the remains of the fare entry area can be seen east of the current station. The original Willets Point Boulevard station was a "minor" stop on the Flushing Line; it had only two stairways and short station canopies at platform level. It
5852-518: Was rebuilt into the much larger station in use today, and the ramp used during two World's Fairs still exists, but is only used during special events, such as the US Open for tennis . Express service to the World's Fair began on the Flushing Line on April 24, 1939. Currently and historically, the IRT assigned the number 7 to its Flushing Line subway service, though this did not appear on any equipment until
5929-484: Was to extend as far as Eighth Avenue to connect with the proposed IND Eighth Avenue Line . Powers-Kennedy started excavating the line westward from Grand Central in May 1922. The Flushing Line extension was to run beneath the original line from Vanderbilt to Fifth Avenue, running as little as 4 inches (100 mm) under the original line. The tunnel also had to pass under a sewage line at Madison Avenue . The construction of
#342657