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JFK Express

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70-472: The JFK Express , advertised as The Train to The Plane , was a limited express service of the New York City Subway , connecting Midtown Manhattan to John F. Kennedy International Airport (JFK Airport). It operated between 1978 and 1990. Passengers paid extra, premium fares to ride JFK Express trains. Its route bullet was colored turquoise and contained an aircraft symbol. For most of its history,

140-592: A complete overhaul as part of the Enhanced Station Initiative . Updates would include cellular service, Wi-Fi, USB charging stations, interactive service advisories and maps, improved signage, and improved station lighting. However, in April 2018, it was announced that cost overruns had forced the MTA to reduce the number of subway stations included in the program from 33 stations to 20. The stations to be renovated along

210-637: A connecting ramp (known as the Grant Avenue ramp). The new service to Lefferts Boulevard began three days later. On June 28, 1956, the connection to the IND Rockaway Line east of Rockaway Boulevard was opened. The 2015–2019 Metropolitan Transportation Authority (MTA) Capital Plan called for the Fulton Street Line's Clinton–Washington Avenues , Kingston–Throop Avenues , and Van Siclen Avenue stations, along with 30 others, to undergo

280-713: A connection between the IND and both the Fulton El and the Rockaway Beach Branch of the Long Island Rail Road , which included a new underground station at Grant Avenue . The connection from the 80th Street elevated station to the rest of the BMT Fulton Elevated was severed on April 26, 1956, and the IND was extended east (track direction south) from Euclid Avenue via the intermediate station at Grant Avenue, and

350-814: A future connection. The IND Fulton Street Line was supposed to be extended farther east into Queens as part of the IND Second System , via an extension of the Fulton Elevated or a new subway. The line would have gone as far as Springfield Boulevard in Queens Village or 229th Street in Cambria Heights , both near the Nassau County border. The line would have also had a spur to the Rockaways . The 1929 Second System plan suggested recapturing and extending

420-591: A lower level of comfort. A different pattern was employed on the Main South Line . The South Island Limited express ran three days a week from Christchurch through Dunedin to Invercargill , with a slower regular express operating on the other four days. Both regular and limited expresses were augmented by additional services between intermediate destinations, such as an evening railcar between Christchurch and Dunedin operated by NZR's 88 seater , or Vulcan Class Railmotors. Limited expresses were rare beyond

490-543: A mass transit link to JFK Airport was necessary. In June 1983, the New York City Transit Authority, along with other service changes, planned to change service on the JFK Express. The JFK Express would have been extended to Rockaway Park–Beach 116th Street , and the $ 5 fare and the special guard would be eliminated, making it like any other subway line. Trains would be 8 cars long instead of 4 cars long, and

560-509: A new line. There are plans to revive the "limited express" trains. The North–South Commuter Railway and the new South Main Line under the South Long Haul project will both feature "limited express" services. Both limited expresses will run on standard-gauge track and will use dedicated rolling stock capable of running of up to 160 kilometers per hour (99 mph) or higher-speed rail . For

630-411: A shuttle bus service that was several hundred yards from the station. In May 1980, the MTA executive director, John Simpson, recommended that the express train be discontinued, stating that ridership on the line stabilized at 1.3 million yearly riders, and the yearly deficit rose to $ 2.5 million. In June 1980, members of the MTA board voted to make the JFK Express a permanent service, stating that

700-576: A similar manner to the 1939 plan, via an extension of the subway under Pitkin Avenue. The line, east of Euclid Avenue, would be 4 tracks, with local stations at 76th Street and 84th Street, and an express station at Cross Bay Boulevard . At Cross Bay Boulevard, a flying junction would let the local tracks cross over to the inside and the express tracks cross over to the outside. The layout would be similar to that of Manhattan's 168th Street station. East of Cross Bay Boulevard, another flying junction would bring

770-404: A small number of stations while express trains run non-stop on a large section of the line, contrary to Japan's definition. In Brisbane , and Sydney , limited stop services are formed by commuter trains that run as limited stops or express services from the city centre to the edge of the suburban area and then as all stops in the interurban area (an example of such an express pattern can be seen on

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840-680: A three-car train originating at 57th Street . The MTA created several 30-second long television commercials to promote the new service. Trains ran daily from 5:00 a.m. to 1:00 a.m. on 20 minute headways. The route began at 57th Street and ran express on the IND Sixth Avenue Line to West Fourth Street–Washington Square , where it switched to the IND Eighth Avenue Line and ran express to Jay Street–Borough Hall in Downtown Brooklyn . From that point on, it ran non-stop on

910-419: A two-track branch over the line to a pair of portals north of Aqueduct–North Conduit Avenue station. Meanwhile, the Fulton Street Line's four tracks would merge into two tracks, and end at 105th Street (today's Aqueduct Racetrack ), where a scissors crossover would be present just west of the station. Crossovers would also be located between the local and express pair of tracks east of 76th Street, and between

980-633: Is a rapid transit line of the IND Division of the New York City Subway , running from the Cranberry Street Tunnel under the East River through central Brooklyn to a terminus in Ozone Park, Queens . The IND Rockaway Line branches from it just east of Rockaway Boulevard . The A train runs express during daytime hours and local at night on the underground portion of the line; it runs local on

1050-747: Is usually first-come, first-served, since this type of train uses commuter train coaches. Both types of trains travel faster and stop at fewer stations. Until 1972, the Hikari on the Tōkaidō Shinkansen was officially a chōtokkyū ( 超特急 ) , that is, "beyond limited express" or "super express", and was priced higher than the Kodama , the limited express on the same line. Presently all Shinkansen services are officially limited express, but are usually referred to as "super express" in English. The table below summarises

1120-669: Is 특급 (特急, Teukgeup ) in Korean. Limited express trains stop at fewer stations than regular express trains (급행, 急行, Geuphaeng ). The Sriwijaya train (or also known as the Sriwijaya Limited Express (Limex) train, which means the Sriwijaya Limited Express (Patas) train) is a passenger train service operated by PT Kereta Api Indonesia to serve the Palembang Kertapati-Tanjungkarang line and vice versa. IND Fulton Street Line The IND Fulton Street Line

1190-801: The AirTrain JFK , a Port Authority of New York and New Jersey -operated people mover system, replaced it on December 17, 2003. The AirTrain JFK also connects with the Long Island Rail Road at Jamaica , and with the E ​, ​ J , and ​ Z trains to Manhattan at Sutphin Boulevard–Archer Avenue . A proposal, referred to as the Lower Manhattan–Jamaica/JFK Transportation Project , would provide express train service between JFK Airport and Lower Manhattan through Brooklyn. This would be similar to

1260-777: The Dagupan Express . Meanwhile, the second Bicol Express , opened in 1954, only stopped at 8 out of 66 stations of the line between Tutuban station in downtown Manila and Legazpi station in Albay . Other examples on the South Main Line include the Peñafrancia Express , the Isarog/Manila Limited , and the Mayon Limited , all of these were defunct by 2013 when all intercity rail was discontinued in favour of building

1330-655: The Euclid Avenue terminal and the Pitkin Yard , began construction in 1940. The progress lasted only a few years, as all work on the last portions in Brooklyn was stopped by December 1942 shortly after the United States entered World War II , with Broadway−East New York complete but not in operation due to lack of signal equipment, and the remaining stations to Euclid Avenue as unfinished shells. The Court Street station

1400-700: The Gold Coast line ). In the era of steam-hauled provincial expresses, limited express services were common on highly trafficked routes. The Night Limited was the premier express train on the North Island Main Trunk Railway between Auckland , and Wellington from 1924 until 1971; during peak seasons, it was augmented by the Daylight Limited . Following the Night Limited was a slower unnamed express that stopped at more stations and provided

1470-458: The Howard Beach station on the IND Rockaway Line . The station was renamed Howard Beach—JFK Airport, and a transfer terminal to shuttle buses was built. Since air passengers were perceived to be more sensitive to the quality of service, and less sensitive to fare levels, it was decided to operate a special service to Howard Beach at a fare of $ 3.50, fifty cents cheaper than bus service operated to

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1540-512: The IND 63rd Street Line opened and the JFK Express was extended to 21st Street–Queensbridge , skipping Roosevelt Island . This extension was short-lived, as service was discontinued on April 15, 1990, due to low ridership, with as few as 3,200 riders per day. The bus service, connecting the Howard Beach–JFK Airport station and the airport proper, continued after JFK Express service ended, and

1610-449: The IND 63rd Street Line to 21st Street–Queensbridge , also in Queens. The service primarily used R46 subway cars. Passengers purchased premium-fare tickets on board, and an onboard transit clerk on each train punched passengers' tickets. In addition, there were transit police officers aboard to provide protection for travelers. The initial fare was $ 3.50, and the fare for the shuttle bus

1680-503: The IND Fulton Street Line and IND Rockaway Line to Howard Beach–JFK Airport . In its first year, 832,428 passengers rode the JFK Express, greater than an estimate of 550,000 to 850,000 trips for when the service became better known and fully established. The JFK Express attracted 25 percent of the market for travel between Manhattan and JFK Airport, and increased the share of trips to the airport by public transportation. While

1750-486: The IND Rockaway Line branches southward while the Fulton Street Line continues over Liberty Avenue to its terminus at Lefferts Boulevard . The Fulton Street subway was the city-owned Independent System (IND)'s main line from Downtown Brooklyn to southern Queens. Along with the IND Eighth Avenue Line , it was also alternately known as the Washington Heights−East New York Line . The subway

1820-550: The New York City Subway operated a limited express premium-fare subway service from Manhattan to JFK , which was called the JFK Express . The subway service made express stops at subway stations in Manhattan and one subway station in Brooklyn , before running nonstop to Howard Beach-JFK Airport , where transfers to free airport shuttle buses were provided. The JFK Express proved to be unsuccessful, seeing low ridership in part because

1890-653: The 1950s and peaked in the 1970s. They only stop at major stations along the two intercity main lines in Luzon unlike regular expresses. They were given the highest priority, dedicated rolling stock, and the highest level of comfort and amenities. The North Main Line had the Ilocos Special and the Amianan Night Express that ran between 1973 and 1984, then the fastest services in the PNR and stopped at fewer stations compared to

1960-605: The 1988 closure of the Williamsburg Bridge , when trains on the BMT Nassau Street Line and BMT Jamaica Line were rerouted. Between December 11, 1988, and October 29, 1989, on weekday evenings between 9 p.m. and 1 a.m., passengers were allowed to ride the JFK Express between 57th Street and 47th–50th Streets–Rockefeller Center without paying the extra fare as it was the only service running between these two stations during those times. Some passengers paid

2030-651: The Culver Line onto Schermerhorn Street to the six-track Hoyt–Schermerhorn Streets station, which it shares with the Brooklyn–Queens Crosstown Line . The local tracks are unused at Hoyt-Schermerhorn Streets, but connect to the abandoned Court Street station which is now the site of the New York City Transit Museum . At this point, the line becomes a four-track system until Euclid Avenue . The line continues east under Schermerhorn Street to

2100-706: The Fulton elevated along Liberty, Brinkerhoff and Hollis Avenues to Springfield Boulevard, near Hempstead Turnpike , Belmont Park , and the Queens Village LIRR Station . The 1939 plan, meanwhile, proposed extending the subway along Pitkin Avenue to Cross Bay Boulevard in South Ozone Park, then along Linden Boulevard to Cambria Heights near the Cross Island Parkway . A spur would have branched off east of Cross Bay Boulevard, turning south to join with

2170-571: The IND Fulton Street Line were among the 13 stations without funding, which will be pushed back to the 2020–2024 Capital Plan. As part of a program to upgrade the signaling of the New York City Subway , the MTA's 2020–2024 Capital Program calls for adding communications-based train control (CBTC) to several more lines, including the IND Fulton Street Line west of the Euclid Avenue station . The CBTC signaling system would replace

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2240-452: The JFK Express except that the service would be an extension of AirTrain JFK and operate via the LIRR's Atlantic Branch , providing a one-seat ride to the airport terminals. The following lines were used by the JFK Express service: Limited express A limited express is a type of express train or express bus service that stops at fewer locations compared to other express services on

2310-525: The JFK Express operated along the IND Sixth Avenue Line ; IND Fulton Street Line ; and IND Rockaway Line between its northern terminal at 57th Street–Sixth Avenue in Manhattan and its southern terminal at Howard Beach–JFK Airport in Queens . At Howard Beach, passengers transferred to shuttle buses to reach the airport itself. During the JFK Express's last six months of operation, it was extended northward along

2380-499: The MTA received $ 2.63 million in revenue from the service, it cost $ 6.5 million to operate it, meaning an operating loss of $ 3.9 million. The cost of operating the service was $ 3 million greater than expected due to the decision to have railroad clerks collect tickets on board the train, and due to the service's expanded hours of operation to 2 a.m. during the Carey Bus strike from June 27 to July 23, 1979. On November 4, 1979,

2450-514: The NYCTA, George Miller, said that eliminating the service would save $ 7 million a year and free 144 transit workers and 12 subway cars for more cost-efficient subway runs. It was determined that 47 percent of the riders of the JFK Express were commuters from Howard Beach and the Rockaways who were willing to pay for the premium service. Trains were running every hour by this point. On October 29, 1989,

2520-710: The North–South Commuter Railway (NSCR), an airport express train will connect Clark International Airport with Alabang station in Muntinlupa , skipping all the other stations in Central Luzon and only stopping at four other stations in Metro Manila . In comparison, the "Commuter Express" services on the NSCR will serve more stations but will use the same electric multiple units as the regular commuter service. To

2590-586: The United States in the twentieth century were called "limited", a name that typically graced overnight trains that made very few stops. (However, the fastest train between New York and Washington, DC , a day train, in the Pennsylvania Railroad era was called the Congressional Limited Express , and it had few stops, like the longer distance "Limited's".) Some limited's of America have included: From September 23, 1978, to April 15, 1990,

2660-682: The airport by Carey Bus Lines. It was decided to have the route operate via the Sixth Avenue Line instead of the Eighth Avenue Line due to its proximity to the economic center of Midtown Manhattan, to Herald Square, Rockefeller Center, and hotels along 50th Street. In addition, 57th Street–Sixth Avenue station provided an optimal terminal for the service as it was underutilized. The MTA announced plans for an "experimental" subway–bus service between Manhattan and JFK Airport on June 27, 1978. The JFK Express began operation on September 23, 1978, with

2730-738: The central city and the first stop of their route itinerary on the Hudson Line and the New Haven Line . Due to the wide availability of service on the Northeast Regional and Acela Express , most of Amtrak's medium- and long-distance trains operating along the Northeast Corridor only stop to discharge passengers from Washington Union Station (or in some cases, Alexandria Union Station ) northward, and to receive passengers from Newark Penn Station southward. The term "Limited Express"

2800-401: The completion of which had been delayed due to war priorities, was finished by funds obtained by Mayor William O'Dwyer and was placed in operation on November 28, 1948, running along Pennsylvania Avenue and Pitkin Avenue to Euclid Avenue near the Queens border. Forty additional R10 cars were placed into service for the extension. The cost of the extension was about $ 46.5 million. It included

2870-667: The construction of the new Pitkin Avenue Storage Yard , which could accommodate 585 subway cars on 40 storage tracks. Because these stations were completed later than the rest of the line, they received different design features than other IND stations, including different wall tiles and fluorescent lighting . The Fulton Street express tracks were not used in regular service until October 24, 1949. A trains began running express during rush hours to Broadway–East New York , with E trains extended to provide local service. The express reduced travel time by five minutes. In 1953,

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2940-652: The elevated Fulton Street Line in 1915 as part of the BMT 's portion of the Dual Contracts . This was the only section of the Fulton El that was built specifically to handle steel subway cars, as opposed to lighter wooden elevated cars. The current service pattern along the line is one of the newest in the New York City Subway system. Prior to December 1988, express service was only provided during rush hours, and before 1999, all trains ran local on weekends and weekday evenings after 9:00 pm. Since May 2, 1999, A trains run express along

3010-441: The elevated line as close as possible. It was routed along Schermerhorn Street due to the presence of the IRT subway already below Fulton Street in downtown Brooklyn and along Pennsylvania Avenue in East New York so that wider curves could be built, allowing faster speeds. The local tracks were always designed to terminate in downtown Brooklyn as local elevated trains would terminate at the Sands Street station . The groundbreaking for

3080-423: The elevated portion of the line at all times. The C train runs local on the underground portion of the line at all times except late nights. The line runs primarily along Fulton Street , Pitkin Avenue, and Liberty Avenue . The underground portion, which constitutes the majority of the line, was built for the city-owned Independent Subway System (IND), opening between 1936 and 1956. The elevated portion in Queens

3150-471: The express or local tracks to the two-track line towards Grant Avenue station. The four mainline trackways continue east on Pitkin Avenue, disused, and end at approximately Elderts Lane. Past Grant Avenue, the line joins the former Fulton Street elevated via a ramp as it enters Queens , swinging somewhat north until it is over Liberty Avenue. Here, it becomes a three-track line, with the center track coming from Pitkin Yard. Just past Rockaway Boulevard ,

3220-453: The extra fare to get to Aqueduct Racetrack during racing days, when the JFK Express would stop at Aqueduct Racetrack station . In October 1989, the NYCTA proposed eliminating the JFK Express, citing that it had not attracted enough passengers. At the time 3,200 passengers were using the train per day, down from a high of between 4,000 and 5,000 passengers that used it at the beginning of the service's operation. The executive vice president of

3290-413: The former Rockaway Beach Branch of the Long Island Rail Road (now the IND Rockaway Line ). This extended Fulton Street Line would have also facilitated service from the planned Second Avenue Subway via a river tunnel from Lower Manhattan to the then-terminal station at Court Street . In a 1940 plan, which was revised in 1945, the IND Fulton Street Line would connect to the IND Rockaway Line in

3360-476: The headway between trains would be 18 minutes, instead of 20 minutes. The shuttle bus fare would be reduced to 75 cents, the same as the subway fare; a passenger traveling between the airport and any subway stop except Howard Beach would pay $ 1.50 in total. The proposal was still being reviewed in January 1984; it never came to fruition. At times, regular passengers were allowed on the trains and no fares were charged due to disruptions on other services; this included

3430-516: The intersections of Third Avenue and Flatbush Avenue, across them onto Lafayette Avenue and then finally onto Fulton Street until Broadway Junction . After Broadway Junction, the line leaves Fulton Street via Truxton Street, crosses Broadway, curves through a corner of the East New York Yard , crosses Jamaica Avenue and then south on Pennsylvania Avenue. It then turns east onto Pitkin Avenue until Euclid Avenue station. East of Euclid Avenue, there are track connections to Pitkin Yard , and from either

3500-407: The length of a typical B Division train. The cars featured luggage racks for airport-bound passengers. In spring 1978, the Port Authority of New York and New Jersey (PANYNJ) reached out to the Metropolitan Transportation Authority (MTA) to join a study evaluating long-term transportation improvements to JFK Airport. In summer 1978, the two agencies worked out the details for a service running to

3570-497: The limited expresses on major Japanese railways ( JR Group , Toei , and 16 major private railways minus one major private railway that does not operate limited express, which is Tokyo Metro ). In Australia, particularly in Melbourne , selective commuter trains often skip smaller stations during peak hours , primarily for the purpose of more efficient delivery of passengers to interchange stations , or higher- patronage stations. However, generally limited express trains only skip

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3640-417: The line and C trains run local except during late nights, when A trains make all stops. Entering Brooklyn via the Cranberry Street Tunnel as a two-track line, the IND Eighth Avenue Line travels east on Cranberry Street, then south on Jay Street. It becomes the Fulton Street Line at an interlocking north of Jay Street–MetroTech while briefly running parallel with the IND Culver Line . It turns away from

3710-553: The line was held on April 16, 1929, at Fulton Street and Arlington Place, near the future Nostrand Avenue station. The line was opened from Jay Street to Rockaway Avenue on April 9, 1936, including the stub terminal at Court Street . To allow the subway line to be built, the following streets were widened from 60 to 80 feet (18 to 24 m): Jay Street between Nassau Street to Fulton Street, Smith Street between Fulton Street and Atlantic Avenue, and Schermerhorn Street between Smith Street and Nevins Street. The land acquired to widen

3780-404: The line's existing signal system, which has not been upgraded since the line originally opened in the 1930s and 1940s. On November 9, 2022, the MTA put out the request for proposals for the design-build contract to install CBTC on the Fulton Street Line between High Street and Euclid Avenue. CBTC installation on the rest of the Fulton Street Line from Euclid Avenue to Ozone Park–Lefferts Boulevard

3850-409: The local tracks are on the lower level. During the subway line's construction in the late 1930s and early 1940s, the old, now-demolished BMT Fulton Street Elevated (which the IND line replaced) had to be supported. The stations along Liberty Avenue in Queens, from 80th Street–Hudson Street through Ozone Park–Lefferts Boulevard , as well as the current three-track elevated structure, were built for

3920-400: The main trunk routes and the regular provincial expresses were typically augmented with even slower mixed trains . However, when the Rotorua Express schedule was accelerated in 1930 and its carriages upgraded, it was re-branded as the Rotorua Limited . Due to the Great Depression and rising car ownership levels, it did not achieve the level of success intended, thus in 1937 it reverted to

3990-414: The platforms were lengthened at Ralph Avenue and Broadway–East New York to 660 feet (200 m) to allow E trains to run eleven car trains. The E began running eleven car trains during rush hours on September 8, 1953. The extra train car increased the total carrying capacity by 4,000 passengers. The lengthening project cost $ 400,000. In late 1952, the Board of Transportation began construction on

4060-670: The same or similar routes. The term "limited express" is a common translation of the Japanese compound noun tokubetsu kyūkō ( 特別急行 ) ; lit.   ' special express ' ; often abbreviated as tokkyū ( 特急 ) , though some operators translate the word differently. There are two types of limited express trains: intercity , and commuter . The former type of limited express trains generally use long-distance coaches, equipped better than other ordinary express trains, including reserved seating, dining cars, food and beverage carts, and "green cars" (first class cars). The latter type of limited express train usually incurs no surcharge, but seating

4130-474: The schedule of service was modified to have trains run every 30 minutes between 5 and 6 a.m., every 20 minutes from 6 a.m. to 9 p.m. and every 24 minutes from 9 p.m. to 1 a.m. Within a few years of its inauguration, the service was being criticized as a poor use of resources. The JFK Express proved to be unsuccessful, seeing low ridership in part because the service did not actually serve any airline terminals, but rather transferred passengers to

4200-412: The service did not actually serve any airline terminals. Some commuter railroads operate express trains making limited stops. The Long Island Rail Road operates some rush hour trains that run 50 miles between the central city station and the first stop of its express route itinerary, for instance, on the Ronkonkoma Line . The Metro-North Railroad runs some rush hour trains that run 29 miles between

4270-401: The south of the NSCR, the Bicol Express flagship service of the PNR South Long Haul was originally proposed as a limited express service in 2018. However, a new basic design report released in June 2021 reclassified the services into two groups: Local and Express. The new Bicol Express service has since been relegated to a regular express train service. Some of the most elite trains in

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4340-409: The status and service pattern of a regular express. After the demise of the Night Limited and the South Island Limited in 1971, the term "limited express" fell into disuse in New Zealand and has not been applied to any subsequent trains. However, from 1971 to 1979, the Silver Star performed the role of a limited express as it operated to a faster schedule than a supplementary slower service that

4410-452: The streets was valued at $ 1.75 million. Further construction was delayed by funding problems due to the Great Depression in the 1930s. This was temporarily solved by federal Works Progress Administration funding starting in 1936. The portion continuing from east of Rockaway Avenue along Pennsylvania and Pitkin Avenues to Crystal Street began construction in 1938. The next portion east from Crystal Street to around Grant Avenue, including

4480-556: Was $ 1.00. On January 1, 1979, airline and airport employees were provided a discounted book of twenty tickets, selling for $ 25. On July 3, 1981, the fare was raised from $ 4 to $ 5. When the service was discontinued in 1990, the fare was $ 6.75. The JFK Express used R46s exclusively for most of its existence, although near its end R44s were used after major service changes took place on December 11, 1988. The trains were initially three cars long or 225 feet (69 m) in length. They later were four cars long or 300 feet (91 m) long, half

4550-401: Was built to replace the elevated Fulton Street Elevated , which ran above Fulton Street from Boerum Place to Van Sinderen Avenue, south along Van Sinderen Avenue to Pitkin Avenue, down Pitkin Avenue to Euclid Avenue, and up Euclid Avenue, where it turned east on Liberty Avenue. As in Manhattan, the older elevated tracks were seen as depressing real estate values. The subway was designed to follow

4620-418: Was closed on June 1, 1946, due to low ridership and because of its close proximity to the Hoyt–Schermerhorn Streets station. After World War II ended, workers and materials became available for public use again. The badly needed extension to the more efficient terminal at Broadway− East New York (the current Broadway Junction station) opened on December 30, 1946. The extension of the Fulton Street Line,

4690-543: Was known from 1975 as the Northerner . As of 13 March 2017 , Auckland Transport introduced limited express services on the Onehunga Line . These services operate until 7:30 pm on weekdays, bypassing Parnell, Remuera and Greenlane stations. There were trains under the Manila Railroad Company and the Philippine National Railways that were called "Limited Express" or simply "Limited", as well as Special and Express trains that nonetheless stopped at fewer stations. The first of such services were introduced in

4760-416: Was originally part of the Brooklyn–Manhattan Transit Corporation (BMT)'s Fulton Street elevated line ; the Elevated in Brooklyn was closed and demolished in stages with the opening of the subway line. The following services use part or all of the IND Fulton Street Line: Under Fulton Street , the line is mainly single level, except at Nostrand Avenue , where the express tracks are on the upper level and

4830-417: Was proposed as part of the MTA's 2025–2029 Capital Program. Early in the planning of the subway, the city considered recapturing parts of the BMT Jamaica Line , which had been built under the Dual Contracts. This would have created two branches of the Fulton Street Subway east of Broadway Junction. Bellmouths were built into the outer walls of the subway tunnel just east of the Broadway Junction station for

4900-488: Was the only link between the airport and the Howard Beach station at the time. Passengers preferred the A train, which was cheaper and ran more often. Ridership on the A to the airport increased after the discontinuation of the JFK Express; in 1995, about 1 million passengers used the A to the airport. Since the discontinuation of the JFK Express, the A train has continued to serve the Howard Beach–JFK Airport station. The JFK shuttle bus service remained in operation until

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